compteur number subject/section topic paragraph subpara provisional reference 1 134 81 1 1 3 0

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135 136 137

81 81 81

1 1 1

1 1 1

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138 139

81 81

1 1

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141

81

142

81

143

81

10

144

81

11

145

81

12

146

81

13

147

81

14 15

149 150

81 81

1 1

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16

151

81

17

152

81

18

154

81

19 20

155 156

81 81

1 6

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21

158

81

22

160

81

23

161

81

24 25

163 165

81 81

6 1

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2 5

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26

166

81

27

168

81

28

169

81

29

171

81

30

172

81

31 32

1395 1405

81 81

1 5

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33

1407

81

34

1413

81

35 36

1414 634

81 81

7 4

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37

1246

81

38 39

1252 1253

81 81

1 1

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40

1254

81

41 42 43

1262 1263 1266

81 81 81

1 1 5

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44

1267

81

45

1270

81

46

1272

81

47

1274

81

48

1275

81

49

1276

81

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1277

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51

1279

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52 53

1280 1282

81 81

1 1

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54

1283

81

55 56

1284 1285

81 81

1 1

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57

1286

81

58

1287

81

59

1288

81

60

1289

81

61 62

1290 1292

81 81

4 4

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63 64

1295 1297

81 81

4 5

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65

1301

81

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1302

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67

1303

81

14

68

1304

81

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69

1305

81

70

1306

81

71

1307

81

72

1308

81

73

1310

81

74

1311

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16

75 76 77 78

1312 1313 1314 1315

81 81 81 81

4 4 4 4

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79 80

1316 1317

81 81

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81

1318

81

82 83 84

1323 1324 1326

81 81 81

4 4 4

5 5 3

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85

1328

81

86 87

1329 1330

81 81

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88 89

1331 1333

81 81

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90 91 92

1334 1338 1339

81 81 81

2 4 4

3 6 6

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93

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94 95

1350 1355

81 81

1 1

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1356

81

97

1357

81

98 99

1359 1360

81 81

1 1

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100 101

1362 1364

81 81

1 1

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102

1365

81

103

1366

81

104

1367

81

105

1368

81

106

1369

81

107

1372

81

108 109

1374 1375

81 81

1 1

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110

1376

81

111 112 113

1377 1378 1379

81 81 81

1 1 1

9 9 9

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114

1380

81

115

1381

81

116

1384

81

117

1385

81

118

1388

81

119 120

1390 1394

81 81

1 1

9 10

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121

1415

81

122

1416

81

123

1417

81

124

1420

81

125

1421

81

126 127

1424 1426

81 81

7 7

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128

1427

81

129

1430

81

130

1431

81

131 132

1432 1433

81 81

2 2

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133 134

1434 1435

81 81

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135

1436

81

136 137

1437 1441

81 81

2 1

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138

1442

81

139 140 141

1443 1444 1445

81 81 81

2 2 2

3 5 5

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0 0 0

142

1453

81

143

1454

81

144

1455

81

145

1456

81

146 147

1457 1458

81 81

2 2

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148 149

1462 1464

81 81

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150

1465

81

151 152 153

1466 1469 1470

81 81 81

2 2 2

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154 155

1472 1473

81 81

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156

1474

81

157 158 159

1475 1478 1479

81 81 81

2 2 2

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160

1481

81

161

1482

81

162 163 164

1483 1484 1485

81 81 81

6 6 6

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165

1490

81

166 167

1491 1492

81 81

6 6

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1494

81

169

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81

12

170

1767

81

12

171

2114

81

172

2115

81

173

2116

81

174 175

2117 2120

81 81

1 1

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176 177 178

2121 2122 2123

81 81 81

1 1 1

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179 180

2124 2125

81 81

1 1

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181

2126

81

182

2127

81

183

2130

81

184 185

2131 2132

81 81

1 1

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186

2133

81

187

2134

81

188

2135

81

189

2136

81

190

2137

81

191 192 193

2138 2139 2140

81 81 81

2 2 4

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0 0 0

194

2142

81

195 196

2143 2144

81 81

4 5

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197 198

2145 2146

81 81

5 5

4 4

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199 200

2149 2150

81 81

1 1

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0 0

201

2151

81

202 203 204

2152 2153 2154

81 81 81

7 1 1

1 1 8

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205

2155

81

206

2156

81

207 208

2157 2158

81 81

8 8

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209

2159

81

210 211

2160 3175

81 81

6 6

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212

2484

81

213

3211

81

214 215 216

3212 3217 3220

81 81 81

1 1 1

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0 0 0

217 218

3221 3223

81 81

1 1

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219

3224

81

220

3226

81

221 222

3231 3233

81 81

1 1

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223 224

3237 3239

81 81

1 1

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225

3242

81

226 227

3244 3247

81 81

1 1

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228 229 230

3248 3252 3253

81 81 81

2 1 1

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231 232

3254 3256

81 81

1 1

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233

3257

81

234

3711

81

235

3712

81

236

3713

81

237

3714

81

238

3716

81

239 240 241

3719 3721 3722

81 81 81

8 1 1

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242

3723

81

243

3724

81

11

244 245 246

3725 3726 3734

81 81 81

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247 248

3735 3741

81 81

1 6

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249

3744

81

250

3750

81

251

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252 253 254 255

3755 3756 3758 3759

81 81 81 81

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256 257

3760 3763

81 81

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258 259 260

3765 3766 3769

81 81 81

8 1 6

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261

6326

81

262 263

6327 6330

81 81

2 2

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264 265

6332 6333

81 81

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266

5374

81

267

6231

81

268

6232

81

269

6233

81

270

6235

81

271

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81

272

6240

81

273 274 275

6241 6244 6247

81 81 81

1 1 1

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276

6248

81

277

6249

81

278

6250

81

279

6253

81

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81

281 282

6255 6256

81 81

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283

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81

284

6260

81

285

6261

81

286

6262

81

287

6263

81

288

6264

81

289

6265

81

290

6266

81

291

6267

81

292

6268

81

293

6269

81

294

6270

81

295

6271

81

296 297

6272 6273

81 81

1 1

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298

6276

81

299

6277

81

300

6278

81

301 302 303

6279 6284 6286

81 81 81

1 5 5

9 4 4

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304

6288

81

305 306 307

6289 6290 6299

81 81 81

1 2 2

8 1 2

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308

6300

81

309

6301

81

310

6302

81

311

6305

81

312 313

6312 6313

81 81

2 2

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314

6318

81

315

6320

81

316 317

6322 6325

81 81

2 2

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318 319

6334 6336

81 81

2 2

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320 321

6344 6352

81 81

2 1

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0 0

322

6355

81

323

6359

81

324

6378

81

325 326

8096 8097

81 81

5 5

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327

8101

81

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8102

81

329

8105

81

330

7657

81

331

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81

332

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81

333

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81

334

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81

335

7731

81

336

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81

337

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81

338

7825

81

339

7869

81

340 341 342

7871 7875 7878

81 81 81

5 6 6

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7881

81

344

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81

345

7886

81

346

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81

347 348

7905 7908

81 81

2 2

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349

7913

81

350

7914

81

351 352

7923 7926

81 81

8 2

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353

7937

81

354

7938

81

355

7940

81

356

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357 358

7942 7943

81 81

1 1

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7944

81

360

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81

361

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81

362

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81

363

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364

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365

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366

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81

367

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368 369

7985 7987

81 81

1 2

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370

7988

81

371

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81

372

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81

373

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81

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8001 8003 8013

81 81 81

6 1 5

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377

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81

378 379

8022 8033

81 81

1 4

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380

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381

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81

382 383

8052 8053

81 81

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384

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81

385

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81

386

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81

387

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388

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81

389

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81

390

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81

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81

392

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81

393

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81

394

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395 396

8082 8090

81 81

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397

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81

398

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81

399

8110

81

400

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81

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8120 8121

81 81

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81

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405

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81

406

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81

407

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409

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81

410

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81

411

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81

412

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81

413

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414

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81

415

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81

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81

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81

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12147 12150

81 81

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12151

81

423

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81

424

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81

425

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81

427

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81

428

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81

429

12162

81

430

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81

431

12513

81

432

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81

433

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81

434

12516

81

435

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81

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81

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1325 1340

81 81

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439

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81

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1471 3764

81 81

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81

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8002

81

444

7643

81

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446 447 448

7653 7655 7658

81 81 81

1 1 1

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7662

81

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7673

81

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7676

81

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7709

81

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7712

81

10

454

7716

81

455

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81

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16

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81

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81

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810212

81

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810213

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865

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810217

81

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810218

81

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810219

81

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810220

81

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81

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81

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81

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810488

81

10

1131

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81

1132

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81

1133

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81

1134 1135

810492 810493

81 81

4 1

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1136

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81

1137

810495

81

1138 459 460 461 462

810496 7727 7749 7750 7782

81 81 81 81 81

5 1 4 4 5

8 8 4 3 6

3 1 4 14 1

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463

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81

464

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81

465

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16

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16

467

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81

468

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81

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7826

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7827 7830

81 81

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81

474

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14

475

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81

476 477

8143 8147

81 81

1 1

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478

8165

81

479

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15

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8174

81

481

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81

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8184

81

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81

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81

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81

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81

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81

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81

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810010

81

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810011

81

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81

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81

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81

499 500 501

1373 1397 1419

81 81 81

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502

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81

503 504

1439 1488

81 81

2 6

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505

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81

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7664 7669

81 81

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81

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81

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81

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517 518

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81 81

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81 81

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81 81

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559

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81 81

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81

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15078 15084 15089

81 81 81

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81

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594

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810044

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598

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81 81 81 81 81

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810056

81

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810058

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607

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608

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81

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810075 810076

81 81

7 7

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810077

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3176 3181

81 81

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81 81 81

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3228 3234

81 81

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81 81

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3749 3762 6242 6243

81 81 81 81

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10

texte de la question The angle of attack of an aerofoil section is the angle between the: Which of these statements about a stationary subsonic flow are correct or incorrect? I. The static pressure decreases as the streamlines converge. II. The velocity increases as the streamlines converge. The SI units of air density (I) and force (II) are: The units of wing loading (I) W / S and (II) dynamic pressure q are: Which formula or equation describes the relationship between force (F), acceleration (a) and mass (m)? Static pressure acts:

rponseA chord line and the relative undisturbed airflow.

I is correct, II is correct. (I) kg / m, (II) N. (I) N / m, (II) N / m.

F=m*a in all directions.

the flow direction of a certain Lift is generated when: mass of air is changed. Consider a steady flow through a stream tube at a given constant velocity. An increase in the flow's temperature will: lower the mass flow. Which of these statements about Bernoulli's equation is correct? If in a two-dimensional incompressible and subsonic flow, the streamlines converge the static pressure in the flow will: Bernoulli's equation can be written as: (pt = total pressure, ps = static pressure and q = dynamic pressure) Dynamic pressure increases as static pressure decreases.

decrease.

pt = ps + q The turbulent boundary layer has more kinetic energy than the laminar boundary layer.

Which of the following statements about boundary layers is correct? As angle of attack is increased on a conventional low speed aerofoil at low subsonic speeds, flow separation normally starts on the: The lift coefficient Cl versus angle of attack curve of a positive cambered aerofoil section intersects the vertical axis of the graph: The angle of attack of a two-dimensional wing section is the angle between: The angle between the direction of the undisturbed airflow (relative wind) and the chord line of an aerofoil is the:

upper surface near the trailing edge.

above the origin. the chord line of the aerofoil and the free stream direction.

angle of attack.

The angle between the aeroplane longitudinal axis and the wing root chord line is the: angle of incidence.

Assuming no flow separation, which of these statements about the flow around an aerofoil as the angle of attack increases are correct or incorrect? I. The stagnation point moves down. II. The point of lowest pressure moves forward. I is correct, II is correct. the pitching moment coefficient The aerodynamic centre of the wing is the does not vary with angle of point, where: attack. combination of bending and Wing flutter may be caused by a: torsion of the wing structure. On a swept wing aeroplane at low airspeed, the "pitch up" phenomenon:

is caused by wingtip stall. outward drift of the boundary layer on a swept-back wing.

Low speed pitch up can be caused by the: Ignoring thrust effects in a steady straight climb at a climb angle 'gamma', the lift of an aeroplane with weight W is: The lift coefficient (CL) of an aeroplane in steady horizontal flight is 0.42. An increase in angle of attack of 1 degree increases CL by 0.1. A vertical up gust instantly changes the angle of attack by 3 degrees. The load factor will be: The aeroplane drag in straight and level flight is lowest when the: When the lift coefficient Cl of a positively cambered aerofoil section is zero, the pitching moment is: When the speed over an aerofoil section increases from subsonic to supersonic, its aerodynamic centre: When the lift coefficient Cl of a symmetrical aerofoil section is zero, the pitching moment is: The lift coefficient (CL) of an aeroplane in steady horizontal flight is 0.4. An increase in angle of attack of 1 degree will increase CL by 0.09. A vertical up gust instantly changes the angle of attack by 5 degrees. The load factor will be: An aeroplane maintains straight and level flight while the IAS is doubled. The change in lift coefficient will be:

W * cos gamma.

1.71 parasite drag is equal to the induced drag.

nose down (negative). moves from approximately 25% to about 50% of the chord.

zero.

2.13

When "spoilers" are used as speed brakes: Stick forces, provided by an elevator feel system, depend on:

x 0.25 at the same angle of attack, CD is increased and CL is decreased. elevator deflection, dynamic pressure.

For a fixed-pitch propeller, the blade angle of can become negative during attack: high-speed idle descent.

Why is a propeller blade twisted from root to tip? Constant-speed propellers deliver better performance than fixed-pitch propellers because they: The effect of a wing with sweepback on static directional stability is as follows: The lift coefficient (CL) of an aeroplane in steady horizontal flight is 0.35. An increase in angle of attack of 1 degree would increase CL by 0.079. If a vertical gust instantly changes the angle of attack by 2 degrees, the load factor will be: In straight and level flight at a speed of 1.3 VS, the lift coefficient, expressed as a percentage of its maximum CLMAX, would be: The lift formula can be written as: (rho = density) An aeroplane is in a level turn, at a constant TAS of 300 kt, and a bank angle of 45. Its turning radius is approximately: (given: g= 10 m/s) Which one of the following statements about the lift-to-drag ratio in straight and level flight is correct? Drag is in the direction of - and lift is perpendicular to the: If the nose of an aeroplane yaws left, this causes: At a load factor of 1 and the aeroplane's minimum drag speed, what is the ratio between induced drag Di and parasite drag Dp?

To maintain a constant angle of attack along the whole length of the propeller blade. operate at a relatively high propeller efficiency over a wider speed range than a fixed pitch propeller. stabilising effect.

1.45.

59%. L = CL * rho * V * S.

2380 m. At the highest value of the lift/drag ratio the total drag is lowest. relative wind/airflow. a roll to the left.

Di/Dp = 1.

The correct drag formula can be written as: (rho = density) D= CD * rho * V * S. The value of the parasite drag in straight and level flight at constant weight varies linearly with the: square of the speed. An aeroplane accelerates from 80 kt to 160 kt at a load factor equal to 1. By what factors will the induced drag coefficient (i) and the induced drag (ii) change? (i) 1/16 (ii) 1/4.

What is the effect of increasing wing aspect ratio on induced drag? In what way do (1) induced drag and (2) parasite drag alter with increasing speed in straight and level flight?

It reduces because the effect of wing-tip vortices is reduced.

(1) decreases and (2) increases.

Which of the following wing planforms produces the lowest induced drag? (assume zero wing twist) The value of the induced drag of an aeroplane in straight and level flight at constant mass varies linearly with:

Elliptical.

1/V.

Assuming no compressibility effects, induced drag at constant IAS is affected by: aeroplane mass. spanwise flow pattern resulting Induced drag is created by the: in the tip vortices. transfer energy from the free airflow into the boundary layer.

Vortex generators: How does the total drag change, in straight and level flight at constant mass, as speed is increased from the stall speed (VS) to maximum IAS (VNE or VMO)? A boundary layer fence on a swept wing will improve the: In order to maintain constant speed during a level, co-ordinated turn, compared with straight and level flight, the pilot must: When an aeroplane with the centre of gravity forward of the centre of pressure of the combined wing / fuselage is in straight and level flight, the vertical load on the tailplane will be: On a jet aeroplane (engines mounted below the low wing) the thrust is suddenly increased. Which of these statements is correct about the elevator deflection required to maintain zero pitching moment? Given an aeroplane in steady, straight and level flight at low speed and considering the effects of CG location and thrust, the highest value of wing lift occurs at: An aeroplane, with a CG location behind the centre of pressure of the wing can only maintain a straight and level flight when the horizontal tail loading is: If the total sum of moments about one of its axes is not zero, an aeroplane would:

Initially decreases, then increases. low-speed stall characteristics. increase thrust/power and angle of attack.

downwards.

The elevator must be deflected downward.

forward CG and idle thrust.

upwards. experience an angular acceleration about that axis.

During landing of a low-winged jet aeroplane, the greatest elevator up deflection is normally fully down and the CG is fully required when the flaps are: forward. Rolling is the rotation of the aeroplane about the: longitudinal axis. An aeroplane has static directional stability; in nose of the aeroplane tends to a sideslip to the right, initially the: move to the right.

An increase of 10kt from the trimmed position at low speed The CG of an aeroplane is in a fixed position has more effect on the stick forward of the neutral point. Which of these force than an increase of 10kt statements about the stick force stability is from the trimmed position at correct? high speed. The (1) stick force stability and the (2) (1) forward CG movement (2) manoeuvre stability are positively affected by: forward CG movement. The value of the manoeuvre stability of an aeroplane is 150 N/g. The stick force required to achieve a load factor of 2.5 from steady level trimmed flight is: 225 N. with a sufficient minimum For a normal stable aeroplane, the centre of margin ahead of the neutral gravity is located: point of the aeroplane. The maximum aft position of the centre of gravity is, amongst others, limited by the: Longitudinal static stability is created by the fact that the: Positive static stability of an aeroplane means that following a disturbance from the equilibrium condition: Following a disturbance, an aeroplane oscillates about the lateral axis at constant amplitude. The aeroplane is: Which statement on dynamic longitudinal stability of a conventional aeroplane is correct? required minimum value of the stick force per g. centre of gravity is located in front of the neutral point of the aeroplane. the initial tendency is to return towards its equilibrium condition. statically stable - dynamically neutral. Damping of the phugoid is normally very weak.

The "short period mode" is an:

oscillation about the lateral axis. can be dynamically stable, An aeroplane that has positive static stability: neutral or unstable. A statically unstable aeroplane is: never dynamically stable. One of the requirements for positive dynamic stability is: positive static stability. nose down pitching tendency as speed is increased in the "Tuck under" is the: transonic range. "Tuck under" may happen at: high Mach numbers. Which of these statements about "tuck under" are correct or incorrect? I. "Tuck under" is caused by an aft movement of the centre of pressure of the wing. II. "Tuck under" is caused by a reduction in the downwash angle at the location of the horizontal stabiliser. I is correct, II is correct.

Which design features improve static lateral stability? 1. High wing. 2. Low wing. 3. Large and high vertical fin. 4. Ventral fin. The combination that regroups all of the correct statements is: Which wing design feature decreases the static lateral stability of an aeroplane? The manoeuvrability of an aeroplane is best when the: The effect of a ventral fin on the static stability of an aeroplane is as follows: (1=longitudinal, 2=lateral, 3=directional)

1, 3. Anhedral. CG is on the aft CG limit. 1: no effect, 2: negative, 3: positive.

An aeroplane with an excessive static directional stability in relation to its static lateral Which of the following statements about static stability, will be prone to spiral lateral and directional stability is correct? dive (spiral instability). Which moments or motions interact in a Dutch roll? Rolling and yawing. (For this question use annex 081-0001 issue date July 2004) A jet transport aeroplane weighing 100 tons carries out a steady level 50 degree bank turn at FL350. The buffet free speed range extends from: M = 0.69 to M > 0.84. Ignoring downwash effects on the tailplane, extension of Fowler flaps, will produce: a nose down pitching moment. A Mach trimmer corrects the change in stick force stability of Which of the following statements about a a swept wing aeroplane above a Mach trimmer is correct? certain Mach number. Which one of the following systems suppresses the tendency to "Dutch roll"? Yaw damper. Which aeroplane behaviour will be corrected by a yaw damper? Dutch roll. Compared with level flight prior to the stall, the lift (1) and drag (2) in the stall change as follows: (1) decreases (2) increases. Which of these statements about the effect of wing sweep on centre of pressure location are correct or incorrect? I. The centre of pressure on a straight wing moves aft as the angle of attack approaches and exceeds the critical angle of attack. II. The centre of pressure on a strongly swept back wing moves forward as the angle of attack approaches and exceeds the critical angle of attack. I is correct, II is correct. Which of these statements about stall speed Increasing sweepback increases is correct? stall speed.

Which of the following statements about the spin is correct?

During spin recovery the ailerons should be kept in the neutral position. the ailerons are held in the neutral position. Just before the stall the aeroplane will have an increased nose down tendency. Stick shaker and/or aerodynamic buffet.

During an normal spin recovery:

Which of the following statements about the stall of a straight wing aeroplane is correct? How is stall warning presented to the pilots of a large transport aeroplane? The vane of a stall warning system with a flapper switch is activated by the change of the: Which combination of design features is known to be responsible for deep stall? When a strongly swept-back wing stalls and the wake of the wing contacts the horizontal tail, the effect on the stall behaviour can be a(n):

stagnation point. Swept-back wings and a T-tail.

A stick pusher: Dangerous stall characteristics, in large transport aeroplanes that require stick excessive wing drop and deep pushers to be installed, include: stall. By what percentage does the lift increase in a level turn at 45 angle of bank, compared with straight and level flight? 41%. In a steady, level, co-ordinated turn the load factor n and the stall speed VS will be: On a wing fitted with a "Fowler" type trailing edge flap, the "Full extended" position will produce: When flaps are extended whilst maintaining straight and level flight at constant IAS, the lift coefficient will: When flaps are deployed at constant angle of attack the lift coefficient will:

nose up tendency and/or lack of elevator response. pushes the elevator control forward when a specified value of angle of attack is exceeded.

n greater than 1, VS higher than in straight and level flight. an increase in wing area and camber.

eventually remain the same. increase. decrease the critical angle of attack and increase the value of CLMAX. Deploying a slat will form a slot, deploying a Krueger flap does not. Fowler flap. move aft, then turn down. increasing the camber of the aerofoil and re-energising the airflow.

Trailing edge flap extension will: Which of the following statements about the difference between Krueger flaps and slats is correct? What is the most effective flap system? Deploying a Fowler flap, the flap will:

A slotted flap will increase the CLMAX by:

In order to maintain straight and level flight at a constant airspeed, whilst the flaps are being retracted, the angle of attack must be: increased. The function of the slot between an extended cause a venturi effect, which slat and the leading edge of the wing is to: energises the boundary layer. Given the following aeroplane configurations: 1. Clean wing. 2. Slats only extended. 3. Flaps only extended. Place these configurations in order of increasing critical angle of attack: 3, 1, 2. An aeroplane has the following flap settings: 0, 15, 30 and 45. Slats can also be selected. Which of the following selections will most adversely affect the CL/CD ratio?

Flaps from 30 to 45.

After take-off the slats (when installed) are always retracted later than the flaps. Why? Upon extension of a wing spoiler, if the angle of attack remains constant: During a glide with idle power and constant IAS, if the RPM lever of a constant speed propeller is pulled back from its normal cruise position, the propeller pitch will: If the RPM lever of a constant speed propeller is moved forward during a glide with idle power and whilst maintaining constant airspeed, the propeller pitch will: Propeller efficiency is defined as the ratio between: An engine failure can result in a windmilling (1) propeller and a feathered (2) propeller. Which statement about propeller drag is correct? When the blades of a propeller are in the feathered position: Given an aeroplane with a propeller turning clockwise as seen from behind, the torque effect during the take off run will tend to: Asymmetric propeller blade effect is mainly induced by: A propeller is turning to the right when viewed from behind. The asymmetric blade effect in the climb at low speed will:

Because SLATS EXTENDED gives a large decrease in stall speed with relatively less drag. CD increases and CL decreases.

increase and the rate of descent will decrease.

decrease and the rate of descent will increase. usable (power available) power of the propeller and shaft power.

(1) is larger than (2). the drag of the propeller is then minimal.

roll the aeroplane to the left. the inclination of the propeller axis to the relative airflow.

yaw the aeroplane to the left.

A jet transport aeroplane is in a straight climb at a constant IAS and constant weight. The operational limit that may be exceeded is: MMO.

It remains constant at lower altitudes but increases at higher altitudes due to compressibility How does stall speed (IAS) vary with altitude? effects. The values of the Mach number at which low speed and Mach buffet occur at different masses and altitudes. somewhere about the airframe Mach 1 is reached locally.

What data may be obtained from the Buffet Onset Boundary chart? Mcrit is the free stream Mach number at which: Which of the following (1) aerofoils and (2) angles of attack will produce the lowest Mcrit values? During which type of stall does the angle of attack have the smallest value? When the Mach number is slowly increased in straight and level flight the first shock waves will occur: The consequences of exceeding Mcrit in a swept-wing aeroplane may be: (assume no corrective devices, straight and level flight) The type of stall that has the largest associated angle of attack is: The maximum cruise altitude can be limited by a 1.3 g load factor because when exceeding that altitude: As the Mach number increases from subsonic to supersonic, the centre of pressure moves: Vortex generators on the upper side of the wing surface will: Vortex generators on the upper side of the wing:

(1) thick and (2) large. Shock stall. on the upper surface at the wing root. buffeting of the aeroplane and a tendency to pitch down. a deep stall.

turbulence may induce high speed or low speed buffet.

to the mid chord position. decrease shock wave induced flow separation. decrease wave drag. occurs when the lift coefficient, as a function of Mach number, reaches its maximum value.

Shock stall: In the transonic range the aeroplane characteristics are strongly determined by the: Mach number. Which of the following flight phenomena can only occur at Mach numbers above the critical Mach number? Mach buffet. Which of the following flight phenomena can occur at Mach numbers below the critical Mach number? Dutch roll.

The Mach trim system will: The Mach trim system will prevent:

adjust the stabiliser, depending on the Mach number. tuck under.

The critical Mach number of an aeroplane is the free stream Mach number at which for the first time, somewhere on the aeroplane, the following occurs: local sonic flow. The critical Mach number of an aeroplane can be increased by: sweepback of the wings. In supersonic flight, all disturbances produced within a conical zone, dependent by an aeroplane are: on the Mach number. aileron deflection only partly In transonic flight the ailerons will be less affects the pressure distribution effective than in subsonic flight because: around the wing. Compressibility effects depend on: Mach number. The formula for the Mach number is: (a = speed of sound) M = TAS / a. Assuming ISA conditions, climbing at a constant Mach number up the tropopause the TAS will: decrease. The speed of sound is determined only by: temperature. An aeroplane is flying through the transonic range whilst maintaining straight and level flight. As the Mach number increases the centre of pressure of the wing will move aft. a pitch up input of the elevator This movement requires: or the stabiliser. The additional increase in drag at Mach numbers above the critical Mach number is due to: wave drag. Air passes a normal shock wave. Which of The static temperature the following statements is correct? increases. a free stream Mach number just The bow wave will first appear at: above M = 1. Two methods to increase the critical Mach number are: A commercial jet aeroplane is performing a straight descent at a constant Mach number with constant mass. The operational speed limit that may be exceeded is: thin aerofoils and sweepback of the wing.

VMO.

The relationship between the stall speed VS and VA (EAS) for a large transport aeroplane can be expressed in the following formula: VA >= VS * SQRT(2.5). How does VA (EAS) alter when the aeroplane's mass decreases by 19%? 10% reduction. Which load factor determines VA? manoeuvring limit load factor.

The extreme right limitation for both gust and manoeuvre diagrams is created by the speed: VD. It may suffer permanent deformation if the elevator is fully deflected upwards. 2.5.

What can happen to the aeroplane structure flying at a speed just exceeding VA? What is the limit load factor of a large transport aeroplane?

The most important problem of ice accretion on a transport aeroplane during flight is: The effects of very heavy rain (tropical rain) on the aerodynamic characteristics of an aeroplane are: While flying under icing conditions, the largest ice build-up will occur, principally, on: The frontal area of a body, placed in a certain airstream is increased by a factor 3. If the shape does not alter, the form drag will increase by a factor of: The aerodynamic drag of a body, placed in a certain airstream depends amongst others on: A body is placed in a certain airstream. If the airstream velocity increases by a factor of 4, the parasite drag will increase by a factor of: A body is placed in a certain airstream. If the density of the airstream decreases to half its original value, the parasite drag will decrease by a factor of: The point, where the aerodynamic lift acts on a wing is: The location of the centre of pressure of a positively cambered aerofoil section at increasing angle of attack will: The SI unit of measurement for density is: One SI unit of measurement for pressure is:

reduction in CLMAX. decrease of CLMAX and increase of drag. the frontal areas of the aeroplane.

3.

the airstream velocity.

16.

2. the centre of pressure. shift forward until approaching the critical angle of attack. kg/m.

N/m. a layer on the wing in which the stream velocity is lower than the The boundary layer of a wing is: free stream velocity. no velocity components exist, A laminar boundary layer is a layer, in which: normal to the surface. Total pressure is: (rho = density) static pressure plus dynamic pressure. decreases in a flow in a tube when the diameter decreases. depend on the pressure distribution around the aerofoil. is mainly caused by reduced pressure on the upper surface. % chord. a graph of the relation between the lift coefficient and the drag coefficient.

The (subsonic) static pressure: The lift- and drag forces, acting on an aerofoil: The lift force, acting on an aerofoil: (no flow separation) The relative thickness of an aerofoil is expressed in:

The aerofoil polar is:

The aspect ratio of a wing is the ratio between the:

wing span and the mean geometric chord. the wing plane and the horizontal with the aeroplane in an unbanked, level condition. increases as the lift coefficient increases. maximum lift coefficient (CLMAX) and the drag. TAS of the aeroplane and the speed of sound of the undisturbed flow.

Dihedral of a wing is the angle between:

The induced drag: Flap extension at constant IAS whilst maintaining straight and level flight will increase the:

The Mach number is the ratio between the:

A normal shock wave is a discontinuity plane: that is normal to the local flow. If the sum of all the moments in flight is not zero, the aeroplane will rotate about the: centre of gravity. contributes to static lateral stability.

Wing dihedral:

an unacceptably low value of A CG location beyond the aft limit can cause: the manoeuvre stability. If the elevator trim tab is deflected up, the cockpit trim indicator shows: nose down. equals the drag of the right and left aileron. Left aileron: 5 up. Right aileron: 2 down. the centre of pressure moves aft. decreasing weight.

Differential aileron deflection: An example of differential aileron deflection during initiation of left turn is: When trailing edge flaps are extended whilst maintaining straight and level flight at constant IAS: Which of the following situations leads to a decreasing stall speed (IAS)? Two identical aeroplanes A and B, with the same mass, are flying steady level coordinated 20 degree bank turns. If the TAS of A is 130 kt and the TAS of B is 200 kt: Which of the following statements about a constant speed propeller is correct? The difference between IAS and TAS will: An increase in wing loading will: An aeroplane performs a right turn, the slip indicator is left of neutral. One way to coordinate the turn is to apply: An aeroplane performs a steady horizontal, co-ordinated turn with 45 degrees of bank at 230 kt TAS. The same aeroplane with the same bank angle and speed, but at a lower mass will turn with:

the rate of turn of A is greater than that of B. The blade angle increases with increasing aeroplane speed. decrease with decreasing altitude. increase the stall speed.

more left rudder.

the same turn radius.

Which statement is correct about an aeroplane, that has experienced a left engine failure and continues afterwards in straight turn indicator neutral, slip "ball" and level cruise flight with wings level? neutral. The bank angle in a rate-one turn depends on: TAS. The flow on the upper surface of the wing has a component in Which statement is correct? wing root direction. the maximum speed at which maximum elevator deflection up VA is: is allowed. VMO: should be not greater than VC.

The critical Mach number of an aerofoil is the sonic speed (M=1) is first free stream Mach number at which: reached on the upper surface. the angle between the chord line The term angle of attack in a two-dimensional and the direction of the relative flow is defined as: wind/airflow. Which of the following variables are required Dynamic pressure, lift coefficient to calculate lift from the lift formula? and wing area. remains unchanged regardless The critical angle of attack: of gross weight. Comparing the lift coefficient and drag coefficient for conventional aeroplanes: CL is much greater than CD.

Which statement is correct regarding the lift coefficient Cl and angle of attack? The polar curve of an aerofoil section is a graphic relationship between:

For a symmetrical aerofoil section, if the angle of attack is zero, Cl is zero. lift coefficient Cl and drag coefficient Cd. the chord of an equivalent untwisted, rectangular wing with the same pitching moment and lift characteristics as the actual wing. lower to the upper surface via the wing tip. a decrease in the aspect ratio increases the induced drag. decreases induced drag. Decreases with increasing speed and decreasing mass. The induced angle of attack and induced drag decrease.

The Mean Aerodynamic Chord (MAC) for a given wing of any planform is basically: The span-wise flow on an unswept wing is from the: The relationship between induced drag and the aspect ratio is: Increasing the aspect ratio of a wing: What is the effect on induced drag of mass and speed changes? (all other factors of importance remaining constant) What will happen in ground effect?

Which statement is correct about the laminar friction drag is lower in the and turbulent boundary layer: laminar layer. Behind the transition point in a boundary layer: The stall speed: the mean speed and friction drag increase. increases with an increased weight. initially remains constant but at higher altitudes increases. increases with the square root of the load factor. 1.41. degrade the minimum glide angle. increase critical angle of attack. increase the critical angle of attack.

As altitude increases, the stall speed (IAS): During a steady horizontal turn, the stall speed: The stall speed in a 60 banked turn increases by the following factor:

Trailing edge flaps once extended: Extension of leading edge flaps will:

Slat extension will: If an aeroplane carries out a descent at 160 kt IAS and 1000 ft/min vertical speed: An aeroplane is descending at a constant Mach number from FL 350. What is the effect on true airspeed? A jet aeroplane is cruising at high altitude with a Mach number that provides a buffet margin of 0.3g. In order to increase the buffet margin to 0.4g the pilot must:

weight is greater than lift. It increases as temperature increases.

fly at a lower altitude and the same Mach number.

tip stall will occur first, which When considering a swept-back wing, without produces a nose-up pitching corrective design features, at the stall: moment.

For an aeroplane with one fixed value of VA the following applies. VA is:

the speed at which the aeroplane stalls at the manoeuvring limit load factor at MTOW.

What factors determine the distance travelled over ground of an aeroplane in a glide from a given altitude? The wind and the lift/drag ratio. The following unit of measurement: kgm/s is expressed in the SI-system as: Newton. Excluding constants, the coefficient of induced drag (CDi) is the ratio of: CL and AR (aspect ratio). above which, locally, supersonic flow exists somewhere over the aeroplane.

The critical Mach number of an aeroplane is the Mach number:

One important advantage a turbulent boundary layer has over a laminar layer is that the turbulent boundary layer: The Mach-trim function is installed on most commercial jets in order to minimise the adverse effects of: The effect of increasing angle of sweep is: Which statement is correct about a normal shock wave? High aspect ratio, as compared with low aspect ratio, has the effect of: What wing shape or wing characteristic is the least sensitive to turbulence? "A line connecting the leading and trailing edge midway between the upper and lower surface of a aerofoil". This definition is applicable for: When comparing a stabiliser trim system with an elevator trim system, which of these statements is correct? An aeroplane has a stall speed of 78 kt at its mass of 6850 kg. What is the stall speed when the mass is 5000 kg? Which statement is correct about a spring tab? How is adverse yaw compensated for during entry into and roll out from a turn? What increases the critical angle of attack? Use of: What is the SI unit of measurement for power? The use of a slot in the leading edge of the wing enables the aeroplane to fly at a slower speed because: The angle of attack of a fixed pitch propeller blade increases when: What is the approximate value of the lift of an aeroplane at a gross weight of 50000 N, in a horizontal co-ordinated 45 degrees banked turn? Load factor is: Load factor is increased by: When shock stall occurs, lift will decrease because: Is a transport aeroplane allowed during cruise to fly at a higher Mach number than the 'buffet-onset' Mach number for straight and level flight? To increase the critical Mach number of a conventional aerofoil section:

has less tendency to separate from the surface. changes in the position of centre of pressure. an increase in the critical Mach number. The airflow changes from supersonic to subsonic. decreasing induced drag and critical angle of attack. Swept wings.

the camber line. a stabiliser trim is able to compensate larger changes in pitching moments.

67 kt. At high IAS it behaves like a servo tab. Differential aileron deflection. slats. Nm/s. it delays the stall to a higher angle of attack. RPM increases and forward velocity decreases.

70000 N. Lift/Weight. upward gusts. flow separation occurs behind the shock wave.

No, this is not acceptable. its thickness to chord ratio should be reduced.

The critical Mach number can be increased by: Some aeroplanes have a 'waist' or 'coke bottle' contoured fuselage. This is done to:

increasing wing sweepback. apply area rule.

In twin engine aeroplanes with propellers turning clockwise as seen from behind: For a subsonic flow the continuity equation states that if the cross-sectional area of a tube increases, the speed of the flow: Assuming subsonic incompressible flow, how will air density change as air flows through a tube of increasing cross-sectional area? The air density: Bernoulli's equation can be written as: (pt = total pressure, ps = static pressure, q = dynamic pressure) Which boundary layer, when considering its velocity profile perpendicular to the flow, has the greatest change in velocity close to the surface? (For this question use annex 081-0002 issue date April 2005) Assuming all bodies have the same crosssectional area and are in motion, which body will have the lowest pressure drag? Increasing dynamic pressure will have the following effect on the total drag of an aeroplane: Increasing air density will have the following effect on the drag of a body in an airstream (angle of attack and TAS are constant): Which part of the aeroplane has the largest effect on induced drag? Winglets:

the left engine is the critical engine.

decreases.

does not vary.

pt - q = ps.

Turbulent boundary layer.

Body 3. at speeds above the minimum drag speed, total drag increases.

the drag increases. Wing tip. decrease the induced drag. aerodynamic interaction between aeroplane parts (e.g. wing/fuselage).

Interference drag is the result of: (For this question use annex 081-0003 issue date July 2004) Which line represents the total drag line of an aeroplane? Line c. (For this question use annex 081-0004 issue date November 2005) The diagram shows the parameter Y against TAS. If horizontal flight is considered axis Y represents: induced drag. (For this question use annex 081-0005 issue date July 2004) How are the speeds at point 1 and point 2 related in the figure to the relative wind/airflow V? V1 = 0 and V2 > V.

An aerofoil with positive camber at a positive angle of attack will have the highest flow velocity: on the upper side. The forces of lift and drag on an aerofoil are, respectively, normal and parallel to the: relative wind/airflow. the lift is increased and the drag When an aeroplane enters ground effect: is decreased. Ground effect has the following influence on the landing distance: Assuming ISA conditions and no compressibility effects, if an aeroplane maintains straight and level flight at the same angle of attack at two different altitudes, the:

increases.

TAS is higher at the higher altitude. (For this question use annex 081-0006 issue date July 2004) The point in the annex corresponding to CL for minimum horizontal flight speed is: (For this question use annex 081-0007 issue date October 2005) Assuming zero thrust, the point on the diagram corresponding to the value for minimum sink rate is: (For this question use annex 081-0007 issue date October 2005) Assuming zero thrust, the point on the diagram corresponding to the minimum glide angle is: (For this question use annex 081-0007 issue date October 2005) The point in the diagram giving the lowest speed in unaccelerated flight is:

point c.

point 3.

point 2.

point 4.

What is the correct relationship between the true airspeed for (i) minimum sink rate and (ii) minimum glide angle, at a given altitude? (i) is less than (ii). If the propeller pitch of a windmilling propeller is decreased during a glide at constant IAS increase and the rate of descent the propeller drag in the direction of flight will: will increase. If the propeller pitch of a windmilling propeller is increased during a glide at constant IAS decrease and the rate of the propeller drag in the direction of flight will: descent will decrease. horizontal glide distance from a given altitude at zero wind and The lift to drag ratio determines the: zero thrust. (For this question use annex 081-0008 issue date July 2004) Which type of flap is shown in the figure? Fowler flap.

(For this question use annex 081-0009 issue date July 2004) Which type of flap is shown in the figure? Split flap. (For this question use annex 081-0010 issue date July 2004) The high lift device shown in the figure is a: slat. (For this question use annex 081-0011 issue date July 2004) The high lift device shown in the figure is a: Krueger flap. increasing the camber of the A plain flap will increase CLMAX by: aerofoil. From an initial condition of level flight the flaps are retracted at a constant pitch attitude. The aeroplane will subsequently: start to sink. From an initial condition of level flight the flaps are extended at a constant pitch attitude. The aeroplane will subsequently: start to climb. Compared with the clean configuration, the angle of attack at CLMAX with trailing edge flaps extended is: smaller.

Slat extension: One method to compensate adverse yaw is: Flaperons are controls, which combine the function of: The sensor of a stall warning system can be activated by a change in the location of the: Regarding deep stall characteristics, identify whether the following statements are correct or incorrect: I. The combination of a wing with sweepback and a T-tail make an aeroplane prone to deep stall. II. A stick pusher system can be fitted to an aeroplane that exhibits abnormal stall characteristics. if the Mach number is 0.8 and the TAS is 480 kt, what is the speed of sound? Behind a normal shock wave on an aerofoil section the local Mach number is: When the air is passing through a shock wave the static temperature will: When the air is passing through a shock wave the density will:

delays the stall to a higher angle of attack. a differential aileron. ailerons and flaps.

stagnation point.

I is correct, II is correct. 600 kt. less than 1.

increase.

increase.

When air has passed through a shock wave the local speed of sound is: increased. If the Mach number of an aeroplane in supersonic flight is increased, the Mach cone angle will: decrease.

Compared with an oblique shock wave at the same Mach number a normal shock wave has a: higher compression. Compared with an oblique shock wave a normal shock wave has a: higher loss in total pressure. The regime of flight from the critical Mach number up to approximately M = 1.3 is called the: transonic range. Just above the critical Mach number the first evidence of a shock wave will appear at the: upper side of the wing. As the Mach number increases in straight and level flight, a shock wave on the upper surface of the wing will: move towards the trailing edge. Shock induced separation results in: decreasing lift. Vortex generators mounted on the upper wing decrease the shock wave surface will: induced separation. The application of the area rule on aeroplane design will decrease the: wave drag. only above the critical Mach number. wing tip stalling first.

Tuck under can happen: The pitch up effect of an aeroplane with swept-back wing in a stall is due to the: A jet aeroplane equipped with inboard and outboard ailerons as well as spoilers is cruising at its normal cruise Mach number. In this case: If a symmetrical aerofoil is accelerated from subsonic to supersonic speed, the aerodynamic centre will move: What is the effect of an aft shift of the centre of gravity on (1) static longitudinal stability and (2) the required control deflection for a given pitch change? A jet transport aeroplane exhibits pitch up when thrust is suddenly increased from an equilibrium condition, because the thrust line is below the: The pitch angle is defined as the angle between the: Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The dynamic pressure in the undisturbed airflow is higher than in the throat. II. The total pressure in the undisturbed airflow is higher than in the throat.

outboard ailerons are locked out.

aft to approximately mid chord.

(1) reduces, (2) reduces.

CG. longitudinal axis and the horizontal plane.

I is incorrect, II is incorrect.

An large jet transport aeroplane has the following four flap positions: Up, Take-off, Approach and Landing and two slat positions: Retracted and Extended. Generally speaking, the selection that provides the highest slats from Retracted to positive contribution to CLMAX is: Extended. An aeroplane enters a horizontal turn with a load factor n=2 from straight and level flight whilst maintaining constant indicated airspeed. The: lift doubles. The position is undetermined during taxiing, in particular with tailwind.

Which statement about a primary control surface controlled by a servo tab, is correct? Whilst maintaining straight and level flight with a lift coefficient CL=1, what will be the new value of CL after the speed has doubled? An aeroplane is provided with spoilers and both inboard and outboard ailerons. Roll control during cruise is provided by: The air loads on the horizontal tailplane (tail load) of an aeroplane in straight and level cruise flight are generally directed: The aerodynamic contribution to the static longitudinal stability of the nacelles of aft fuselage-mounted engines is:

0.25. inboard ailerons and roll spoilers. downwards and will reduce in magnitude as the CG moves aft.

positive.

seal between wing's trailing edge and leading edge of a control surface, horn balance. the elevator is deflected further In straight flight, as speed is increased, whilst downwards and the trim tab trimming to keep the stick force zero: further upwards. Examples of aerodynamic balancing of control surfaces are: In a differential aileron control system the control surfaces Which of the following statements concerning have a larger upward than control is correct? downward maximum deflection. When are outboard ailerons (if present) deactivated? Flaps (and slats) retracted or speed above a certain value. following boundary layer separation due to shock wave formation.

Mach buffet occurs:

In what phase of flight are the outboard ailerons (if fitted) not active? Wing flutter can be prevented by: The gust load factor due to a vertical upgust increases when:

Cruise. ensuring that the wing CG is ahead of its torsional axis. the gradient of the CL-alpha graph increases.

For shallow flight path angles in straight and steady flight, the following formula can be used:

sin gamma = T/W - CD/CL.

roll to the left in the case of a sideslip (with the aeroplane Positive static lateral stability is the tendency nose pointing to the left of the of an aeroplane to: incoming flow). too much aileron deflection Static lateral stability should not be too large, would be required in a because: crosswind landing.

Static lateral stability should not be too small because: What is the influence of decreasing aeroplane weight on Mcrit at constant IAS? Assuming ISA conditions, which statement with respect to the climb is correct? What should be usually done to perform a landing with the stabiliser jammed in the cruise flight position? In general jet transport aeroplanes with power assisted flight controls are fitted with an adjustable stabiliser instead of trim tabs on the elevator. This is because:

the aeroplane would show too strong a tendency to spiral dive. Mcrit increases as a result of flying at a smaller angle of attack. At constant IAS the Mach number increases. choose a higher landing speed than normal and/or use a lower flap setting for landing.

an adjustable stabiliser is a more powerful means to generate the tail loads required for these kind of aeroplanes. in a tailwind at a constant The maximum ground distance during a glide aeroplane mass compared with with zero thrust increases: zero wind. the Mach number must be In the event of failure of the Mach trimmer: limited. The parameters that can be read from the aeroplane parabolic polar curve are the: An aeroplane transitions from steady straight and level flight into a horizontal co-ordinated turn with a load factor of 2, the speed remains constant and the: Bernoulli's equation is: (note: rho is actual density; pstat is static pressure; pdyn is dynamic pressure; ptot is total pressure) During a climb at a constant IAS, the Mach number will: The wing of an aeroplane will never stall at low subsonic speeds as long as.... The induced drag coefficient, CDi is proportional to: minimum glide angle and the parasite drag coefficient.

induced drag increases by a factor of 4.

pstat + rho * TAS = constant.

increase. the angle of attack is smaller than the value at which the stall occurs. CL.

The stall speed increases, when: (all other factors of importance being constant) When power assisted controls are used for pitch control:

pulling out of a dive. a part of the aerodynamic forces is still felt on the column. the static directional stability is positive and the static lateral stability is relatively weak.

Sensitivity for spiral dive will occur when:

A Mach trimmer: Which part of an aeroplane provides the greatest positive contribution to static longitudinal stability?

corrects insufficient stick force stability at high Mach numbers.

The horizontal tailplane.

Which statement about stick force per g is correct? Which of these statements about VMCG determination are correct or incorrect? I. VMCG must be determined using rudder control alone. II. During VMCG determination, the lateral deviation from the runway centreline may be not more than 30 ft. By what approximate percentage will the stall speed increase in a horizontal co-ordinated turn with a bank angle of 45? An aeroplane has a stall speed of 100 kt. When the aeroplane is flying a level coordinated turn with a load factor of 1.5, the aeroplane will stall in this turn at: Assuming zero wing twist, the wing planform that gives the highest local lift coefficient at the wing root is: The speed range between high- and low speed buffet: Whilst flying at a constant IAS and at n = 1, as the aeroplane mass decreases, the value of Mcrit:

The stick force per g must have both an upper and lower limit in order to ensure acceptable control characteristics.

I is correct, II is correct.

19%.

122 kt.

rectangular. increases during a descent at a constant IAS.

Examples of aerodynamic balancing of control surfaces are: In straight flight, as speed is reduced, whilst trimming to keep the stick force zero:

increases. servo tab, spring tab, seal between the wing trailing edge and the leading edge of control surface. the elevator is deflected further upwards and the trim tab further downwards.

The positive manoeuvring limit load factor for a light aeroplane in the utility category in the clean configuration may not be less than: 4.4.

Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the mass decreases, the gust load factor increases. II. When the altitude increases, the gust load factor increases. The angle of attack of an aerofoil section is defined as the angle between the: Which phenomenon is counteracted with differential aileron deflection? An aeroplane has a servo tab controlled elevator. What will happen if the elevator jams during flight?

I is correct, II is incorrect. undisturbed airflow and the chord line. Adverse yaw.

Pitch control sense is reversed.

Which statement is correct?

The tendency to Dutch roll increases when: In which phase of the take-off is the aerodynamic effect of ice located on the wing leading edge most critical? The rotation.

Flap extension causes a reduction in stall speed and the maximum glide distance. the static lateral stability increases.

Which statement with respect to the speed of Varies with the square root of sound is correct? the absolute temperature. Which statement is correct at the speed for minimum drag (subsonic)? From a polar curve of the entire aeroplane one can read: An aeroplane has a stall speed of 100 kt at a load factor n = 1. In a turn with a load factor of n = 2, the stall speed is: The gliding angle is minimum (assume zero thrust). the maximum CL/CD ratio and maximum lift coefficient.

141 kt.

The induced angle of attack is the result of: A horn balance in a control system has the following purpose:

downwash due to tip vortices.

to decrease stick forces.

An increase in geometric dihedral in a steady increase the required lateral sideslip condition at constant speed would: control force. The position depends on speed, the position of slats and flaps and the position of the centre of gravity.

What is the position of the elevator in relation to the trimmable horizontal stabiliser of a power assisted aeroplane that is in trim? The positive manoeuvring limit load factor for a large transport aeroplane with flaps extended is:

2.0.

prevent flutter of control Mass balancing of control surfaces is used to: surfaces.

If an aeroplane performs a steady coordinated horizontal turn at a TAS of 200 kt and a turn radius of 2000 m, the load factor (n) will be approximately:

1.1. in a headwind at a constant The maximum ground distance during a glide aeroplane mass compared with with zero thrust decreases: zero wind. An aeroplane exhibits static longitudinal stability, if, when the angle of attack changes: If an aeroplane exhibits insufficient stick force per g, this problem can be resolved by installing: In a slipping turn (nose pointing outwards), compared with a co-ordinated turn, the bank angle (i) and the "ball" or slip indicator (ii) are respectively: For a given aeroplane which two main variables determine the value of VMCG? the change in total aeroplane lift acts aft of the centre of gravity. a bobweight in the control system which pulls the stick forwards.

(i) too large, (ii) displaced towards the low wing. Airport elevation and temperature.

During a take-off roll with a strong crosswind from the left, a four-engine jet aeroplane with wing-mounted engines experiences an engine failure. The failure of which engine will cause the greatest control problem? The left outboard engine.

move slightly aft in front of a A shock wave on a lift generating wing will: downward deflecting aileron. Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the mass increases, the gust load factor increases. II. When the altitude decreases, the gust load factor increases. I is incorrect, II is correct. An aeroplane is in a steady horizontal turn at a TAS of 194.4 kt. The turn radius is 1000 m. The bank angle is: (assume g = 10 m/s) 45. at transonic Mach numbers the aeroplane displays an unacceptable decrease in longitudinal stick force stability.

An aeroplane should be equipped with a Mach trimmer, if: The manoeuvre stability of a large jet transport aeroplane is 280 N/g. What stick force is required, if the aeroplane is pulled to the limit manoeuvring load factor from a trimmed horizontal straight and steady flight? (cruise configuration) 420 N. Upward deflection of a trim tab in the the stick position stability longitudinal control results in: remaining constant.

Which statement is correct? I. Stick force per g is independent of altitude. II. Stick force per g increases when the centre of gravity moves forward. I is incorrect, II is correct. an increase in load factor, a forward CG movement, The following factors increase stall speed: decrease in thrust. As the angle of attack increases, the stagnation point on the wing's aerofoil section moves Which statement is correct? downwards. How will the density and static temperature change in a supersonic flow from a position in Density will increase, static front of a shock wave to behind it? temperature will increase. When a jet transport aeroplane takes off with the CG at the forward limit and the trimmable horizontal stabiliser (THS) is positioned at the maximum allowable nose down position for rotation will require a higher than take-off: normal stick force. When flutter damping of control surfaces is obtained by mass balancing, these weights will be located with respect to the hinge of the control surface: in front of the hinge. How can the designer of an aeroplane with By increasing the aspect ratio of straight wings increase the static lateral the vertical stabiliser, whilst stability? maintaining a constant area. Positive static longitudinal stability means that nose down moment occurs after a: encountering an upgust. A trimmed aeroplane with a forward CG requires the stabiliser leading edge to be Which of these statements about a trimmable lower than in the case of an aft horizontal stabiliser is correct? CG in the same condition. Geometric pitch is the theoretical distance a propeller would advance in one revolution at zero blade angle of attack.

Which definition of propeller parameters is correct? The angle of attack of a propeller blade element is the angle between the blade element chord line and the:

resultant airflow vector.

Given two identical aeroplanes with wing mounted engines, one fitted with jet engines and the other with counter rotating propellers, which of these statements is correct about roll The propeller aeroplane has behaviour after an engine failure? more roll tendency.

Which of the following statements is true? During a straight steady climb: 1 - lift is less than weight. 2 - lift is greater than weight. 3 - load factor is less than 1. 4 - load factor is greater than 1. 5 - lift is equal to weight. 6 - load factor is equal to 1. Which of the following lists all the correct statements?

Flight in severe turbulence may lead to a stall and/or structural limitations being exceeded.

1 and 3.

Given an initial condition in straight and level flight with a speed of 1.4 VS. The maximum bank angle attainable without stalling in a steady co-ordinated turn, whilst maintaining speed and altitude, is approximately: 60. Given: Aeroplane mass: 50 000kg. Lift/Drag ratio: 12. Thrust per engine: 60 000N. Assumed g: 10m/s. For a straight, steady, wings level climb of a twin engine aeroplane, the all-engines climb gradient is: An aeroplane in straight and level flight is subjected to a strong vertical gust. The point on the wing, where the instantaneous variation in wing lift effectively acts is known as the: In a straight steady descent, which of the following statements is correct?

15.7%.

aerodynamic centre of the wing. Lift is less than weight, load factor is less than 1. maximum landing gear extended speed.

VLE is defined as the: When Fowler type trailing edge flaps are extended at a constant angle of attack, the following changes will occur: An aeroplane has a stall speed of 100 kt at a mass of 1000 kg. If the mass is increased to 2000 kg, the new value of the stall speed will be: When an aeroplane performs a straight steady climb with a 20% climb gradient, the load factor is equal to:

CL and CD increase.

141 kt.

0.98.

In a convergent tube with an incompressible sub-sonic airflow, the following pressure changes will occur: Ps = static pressure. Pdyn = dynamic pressure. Ptot = total pressure. An aeroplane climbs to cruising level with a constant pitch attitude and maximum climb thrust, (assume no supercharger). How do the following variables change during the climb? (Gamma = flight path angle) The point, where the single resultant aerodynamic force acts on an aerofoil, is called:

Ps decreases, Pdyn increases, Ptot remains constant.

Gamma decreases, angle of attack increases, IAS decreases.

centre of pressure. VMCA depends on the airport density altitude, and the location of the engine on the aeroplane (aft fuselage or wing). depends on aeroplane mass and pressure altitude.

Which statement about minimum control speed is correct? The manoeuvring speed VA, expressed as indicated airspeed, of a transport aeroplane: Which of the following statements is correct? I. When the critical engine fails during takeoff the speed VMCL can be limiting. II. The speed VMCL is always limited by maximum rudder deflection. Which of the following statements is correct? I. When the critical engine fails during takeoff the speed VMCL can be limiting. II. The speed VMCL can be limited by the available maximum roll rate. Which of the following statements is correct? I. VMCL is the minimum control speed in the landing configuration. II. The speed VMCL can be limited by the available maximum roll rate.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

The speed for minimum glide angle occurs at an angle of attack that corresponds to: (assume zero thrust) (CL/CD)max.

How does VMCG change with increasing field decreases, because the engine elevation and temperature? thrust decreases.

Which statement is correct?

Dynamic stability is possible only when the aeroplane is statically stable about the relevant axis.

When the CG position is moved forward, the elevator deflection to achieve a given load factor greater than 1 will be: Upon extension of Fowler flaps whilst maintaining the same angle of attack: An aeroplane is fitted with a constant speed propeller. If the aeroplane speed increases while manifold pressure remains constant (1) propeller pitch and the (2) propeller torque will: If the altitude is increased and the TAS remains constant in the troposphere under standard atmospheric conditions, the Mach number will: Dividing lift by weight gives: What is the effect of elevator trim tab adjustment on the static longitudinal stability of an aeroplane? Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The dynamic pressure in the undisturbed airflow is the same as in the throat. II. The total pressure in the undisturbed airflow and in the throat is the same. What is the approximate radius of a steady horizontal co-ordinated turn at a bank angle of 45 and a TAS of 200 kt? Approximately how long does it take to fly a complete circle during a horizontal steady coordinated turn with a bank angle of 45 and a TAS of 200 kt? Regarding a positively cambered aerofoil section, which statement is correct? I. The angle of attack has a negative value when the lift coefficient equals zero. II. A nose down pitching moment exists when the lift coefficient equals zero. Minimum drag of an aeroplane in straight and level flight occurs at the: Which component of drag increases most when an aileron is deflected upwards? The difference between the effects of slat and flap asymmetry is that: ("large" in the context of this question means not or hardly controllable by normal use of controls) If the static lateral stability of an aeroplane is increased, whilst its static directional stability remains constant:

larger. CL and CD increase.

(1) increase (2) remain constant.

increase. load factor.

No effect.

I is incorrect, II is correct.

1 km.

65 s.

I is correct and II is correct. maximum CL-CD ratio. Form drag. flap asymmetry causes a large rolling moment at any speed whereas slat asymmetry causes a large difference in CLMAX. its sensitivity to Dutch roll increases. angle of attack of the left wing is larger than the angle of attack of the right wing.

During a climbing turn to the right the:

Which statement concerning the local flow pattern around a wing is correct?

Which statement is correct?

By fitting winglets to the wing tip, the strength of the wing tip vortices is reduced which in turn reduces induced drag. Spoiler extension increases the stall speed, the minimum rate of descent and the minimum angle of descent.

An aeroplane, being manually flown in the speed unstable region, experiences a disturbance that causes a speed reduction. If the altitude is maintained and thrust remains constant, the aeroplane speed will: further decrease. Sweepback provides a positive Which statement concerning sweepback is contribution to static lateral correct? stability. varies significantly, whereas during a short period oscillation it remains approximately During a phugoid, the speed: constant. Induced drag decreases, because the effect of tip vortices decreases. a speed at which locally around the aeroplane both supersonic and subsonic speeds exist.

What is the effect on induced drag of an increase in aspect ratio?

Transonic speed is: Assuming no flow separation and no compressibility effects the location of the centre of pressure of a positively cambered aerofoil section: Assuming no flow separation and no compressibility effects the location of the aerodynamic centre of an aerofoil section: Assuming no flow separation and no compressibility effects the location of the aerodynamic centre of an aerofoil section: Assuming no flow separation and no compressibility effects the location of the centre of pressure of a symmetrical aerofoil section: Assuming no flow separation and no compressibility effects the location of the centre of pressure of a symmetrical aerofoil section:

moves backward when the angle of attack decreases. is at approximately 25% chord irrespective of angle of attack. is independent of angle of attack.

is at approximately 25% chord irrespective of angle of attack.

is independent of angle of attack.

Which of these statements about boundary layers is correct?

A laminar boundary layer is thinner than a turbulent one.

Which of these statements about boundary layers is correct?

A turbulent boundary layer produces more friction drag than a laminar one.

Which of these statements about boundary layers is correct? Which of these statements about weight or mass is correct? Which of these statements about weight or mass is correct? Which of these statements about weight or mass is correct?

A laminar boundary layer turns into a turbulent one at the transition point. The weight of an object depends on the acceleration due to gravity. The mass of an object is independent of the acceleration due to gravity. In the SI system the unit of measurement for mass is the kilogram.

A trimmed aeroplane with an aft CG requires the stabiliser leading edge to be higher than Which of these statements about a trimmable in the case of a forward CG in horizontal stabiliser is correct? the same condition. An increase of 10kt from the trimmed position at high speed The CG of an aeroplane is in a fixed position has less effect on the stick force forward of the neutral point. Which of these than an increase of 10kt from statements about the stick force stability is the trimmed position at low correct? speed. To maintain a speed above the How can a pilot recognise static stick force trim speed requires a push stability in an aeroplane during flight? force. For a subsonic flow the continuity equation states that if the cross-sectional area of a tube decreases, the speed of the flow: increases. Which design features improve static lateral stability? 1. Anhedral. 2. Dihedral. 3. Forward sweep. 4. Sweepback. The combination that regroups all of the correct statements is: 2, 4. Which design features reduce static lateral stability? 1. High wing. 2. Low wing. 3. Large and high vertical fin. 4. ventral fin. The combination that regroups all of the correct statements is: 2, 4.

Which design features reduce static lateral stability? 1. Anhedral. 2. Dihedral. 3. Forward sweep. 4. Sweepback. The combination that regroups all of the correct statements is: Decreasing the aspect ratio of a wing:

1, 3. increases induced drag.

When comparing an elevator trim system with a stabiliser trim system, which of these an elevator trim is more statements is correct? sensitive to flutter. When comparing a stabiliser trim system with an elevator trim system, which of these a stabiliser trim is less sensitive statements is correct? to flutter. When comparing a stabiliser trim system with an elevator trim system, which of these statements is correct? The transition point is where the boundary layer changes from: The contribution of swept-back wings to static directional stability: When moving the centre of gravity forward the stick force per g will: Which three aerodynamic means decrease manoeuvring stick forces? The descent angle of a given aeroplane in a steady wings level glide has a fixed value for a certain combination of: (ignore compressibility effects and assume zero thrust) A negative contribution to the static longitudinal stability of conventional jet transport aeroplanes is provided by: an elevator trim is less suitable for aeroplanes with a large CG range. laminar into turbulent. is positive. increase. Servo tab - horn balance spring tab.

configuration and angle of attack.

the fuselage.

remains approximately constant, whereas during a phugoid it During a short period oscillation, the altitude: varies significantly. The short period oscillation should always be heavily Which statement is correct? damped. When an aeroplane has zero static longitudinal stability, the pitching moment coefficient Cm versus angle of attack line: is horizontal.

The stagnation point is the point:

An aerofoil is cambered when:

where the velocity of the relative airflow is reduced to zero. the line, which connects the centres of all inscribed circles, is curved.

When roll spoilers are extended, the part of the wing on which they are mounted: A downward adjustment of a trim tab in the longitudinal control system, has the following the stick position stability effect: remains constant. All gust lines in the gust load diagram originate from a point where the: speed = 0, load factor = +1.

experiences a reduction in lift, which generates the desired rolling moment. In addition there is a local increase in drag, which suppresses adverse yaw.

What is the significance of the maximum allowed cruising altitude, based on the 1.3 g margin? At this altitude:

a manoeuvre with a load factor of 1.3 will cause buffet onset.

Stick force per g: What is the approximate radius of a steady, level, co-ordinated turn with a bank angle of 30 degrees and a TAS of 500 kt? If the aspect ratio of a wing increases whilst all other relevant factors remain constant, the critical angle of attack will: A flat plate, when positioned in the airflow at a small angle of attack, will produce: (For this question use annex 081-0012 issue date July 2004) The aeroplane motion, schematically illustrated in the annex, is an example of a dynamically: Which of the following statements is correct? I. A high limit load factor enables the manufacturer to design for a lower stick force per g. II. The stick force per g is a limitation on the use of an aeroplane, which the pilot should determine from the Aeroplane Flight Manual. Which statement is correct? I. On fully hydraulic powered flight controls there is no need for mass balancing. II. On fully hydraulic powered flight controls there is no need for trim tabs. VMCA is certified with a bank angle of not more than 5 towards the operating engine (live engine low) because:

is dependent on CG location.

12 km.

decrease. both lift and drag.

unstable periodic motion.

I is correct and II is incorrect.

I is incorrect, II is correct. although more bank reduces VMCA, too much bank may lead to fin stall.

Which of the following statements is correct? I. VMCL is the minimum control speed in the landing configuration. II. The speed VMCL is always limited by maximum rudder deflection. From the buffet onset graph of a given jet transport aeroplane it is determined that at FL 310 at a given mass buffet free flight is possible between M = 0.74 and M = 0.88. In what way would these numbers change if the aeroplane is suddenly pulled up e.g. in a traffic avoidance manoeuvre? Given: Aeroplane mass: 50 000kg. Lift/Drag ratio: 12. Thrust per engine: 60 000N. Assumed g: 10m/s. For a straight, steady, wings level climb of a twin engine aeroplane, the one-engine inoperative climb gradient is: Given: Aeroplane mass: 50 000kg. Lift/Drag ratio: 10. Thrust per engine: 60 000N. Assumed g: 10m/s. For a straight, steady, wings level climb of a twin engine aeroplane, the all-engines climb gradient is: Given: Aeroplane mass: 50 000kg. Lift/Drag ratio: 12. Thrust per engine: 50 000N. Assumed g: 10m/s. For a straight, steady, wings level climb of a twin engine aeroplane, the all-engines climb gradient is: Given: Aeroplane mass: 50 000kg. Lift/Drag ratio: 12. Thrust per engine: 21 000N. Assumed g: 10m/s. For a straight, steady, wings level climb of a four-engine aeroplane, the one-engine inoperative climb gradient is:

I is correct, II is incorrect.

The lower Mach number increases and the higher Mach number decreases.

3.7%.

14%.

11.7%.

4.3 %.

Given: Aeroplane mass: Lift/Drag ratio: Thrust per engine: Assumed g:

50 000kg. 12. 20 000N. 10m/s.

For a straight, steady, wings level climb of a four-engine aeroplane, the all-engines climb gradient is: Given: Aeroplane mass: 50 000kg. Lift/Drag ratio: 10. Thrust per engine: 20 000N. Assumed g: 10m/s. For a straight, steady, wings level climb of a four-engine aeroplane, the all-engines climb gradient is: Given: Aeroplane mass: 50 000kg. Lift/Drag ratio: 12. Thrust per engine: 21 000N. Assumed g: 10m/s. For a straight, steady, wings level climb of a four-engine aeroplane, the all-engines climb gradient is: Given: Aeroplane mass: 50 000kg. Lift/Drag ratio: 12. Thrust per engine: 28 000N. Assumed g: 10m/s. For a straight, steady, wings level climb of a three-engine aeroplane, the one-engine inoperative climb gradient is: Given: Aeroplane mass: 50 000kg. Lift/Drag ratio: 12. Thrust per engine: 30 000N. Assumed g: 10m/s.

7.7 %.

6.0 %.

8.5%.

2.9%.

For a straight, steady, wings level climb of a three-engine aeroplane, the all-engines climb gradient is: 9.7%. Given: Aeroplane mass: 50 000kg. Lift/Drag ratio: 10. Thrust per engine: 30 000N. Assumed g: 10m/s. For a straight, steady, wings level climb of a three-engine aeroplane, the all-engines climb gradient is: 8.0%.

Given: Aeroplane mass: Lift/Drag ratio: Thrust per engine: Assumed g:

50 000kg. 12. 28 000N. 10m/s.

For a straight, steady, wings level climb of a three-engine aeroplane, the all-engines climb gradient is: 8.5%. Given the following characteristic points on a jet engine aeroplane's polar curve: 1 - CLMAX. 2 - long range cruise (zero wind). 3 - maximum lift to drag ratio. 4 - minimum rate of descent (assume zero thrust). 5 - maximum range cruise (zero wind). Arrange these points in order of increasing angle of attack: Rotation about the longitudinal axis of an aeroplane can be achieved by: (For this question use annex 081-0017 issue date November 2004) Which line in the annexed Cm versus angle of attack graph shows a statically stable aeroplane? What is the recommended action following failure of the yaw damper(s) of a jet aeroplane, flying at normal cruise altitude and speed prior to encountering Dutch roll problems? What is the effect on an aeroplane's characteristics of extending Fowler flaps to their fully extended position? When a wing spoiler is extended at constant angle of attack: A windmilling propeller: What will happen if a large transport aeroplane slowly decelerates in level flight from its cruise speed in still air at high altitude? Which type of buffet will occur if a jet aeroplane slowly accelerates in level flight from its cruise speed in still air at high altitude? VRA is: The significance of VA for jet transport aeroplanes is reduced at high cruising altitudes because:

2, 5, 3, 4, 1. aileron deflection and/or rudder deflection.

Line 3.

Reduce altitude and Mach number.

wing area and camber increase. drag increases but lift decreases. produces drag instead of thrust.

Stick shaker activation or low speed buffeting.

Mach buffet. the recommended turbulence penetration airspeed.

buffet onset limitations normally become limiting.

A positively cambered aerofoil will generate zero lift: Given: theta = pitch angle. gamma = flight path angle. alpha = angle of attack. no wind, bank or sideslip. The relationship between these three parameters is:

at a negative angle of attack.

When is a turn co-ordinated? Assuming no compressibility effects, the correct relationship between stall speed, limit load factor (n) and VA is: VA >= VS * SQRT (n). An aeroplane maintains straight and level flight at a speed of 2 * VS. If a vertical gust causes a load factor of 2, the load factor n caused by the same gust at a speed of 1.3 VS would be: n = 1.65. Which of the following increases the maximum duration of a glide? A decrease in mass. The lift coefficient of a symmetrical aerofoil section at zero angle of attack is:

theta = gamma + alpha. When the longitudinal axis of the aeroplane at the CG is tangential to the flight path.

zero.

The increase in stall speed (IAS) with increasing altitude is due to:

compressibility effects.

How does the Mach number change during a climb at constant IAS from sea level to 40,000 ft? Assuming no flow separation, when speed is decreased in straight and level flight on a positively cambered aerofoil, what happens to the: 1. centre of pressure and 2. the magnitude of the total lift force?

Increases with increasing altitude.

1 moves forward and 2 remains constant.

The most important factor determining the required position of the Trimmable Horizontal position of the aeroplane's Stabiliser (THS) for take off is the: centre of gravity. How can a pilot recognise static stick force stability in an aeroplane during flight? What is the primary input for an artificial feel system? To maintain a speed below the trim speed requires a pull force. IAS. component of the total aerodynamic force, perpendicular to the undisturbed airflow.

Lift is the:

slat asymmetry causes a yawing Slat or flap asymmetry occurring after either moment, whereas flap extension or retraction, may have an effect on asymmetry causes a large controllability since: rolling moment. For most jet transport aeroplanes, slat extension has: a greater effect on stall speed than flap extension. increase due to increasing compressibility effects as a When altitude increases, the stall speed (IAS) result of increasing Mach will: number. If IAS remains constant, the effect of decreasing aeroplane mass is that Mcrit: Consider an aeroplane with: 1 a trim tab. 2 fully powered hydraulic controls and an adjustable horizontal stabiliser. For both cases and starting from a trimmed condition, how will the neutral position of the control column change, after trimming for a speed increase? Assuming ISA conditions and a descent below the tropopause at constant Mach number and aeroplane mass, the:

increases.

1 moves forward, 2 does not change.

lift coefficient decreases.

The contribution of the wing to the static longitudinal stability of an aeroplane: Which of the following provides a positive contribution to static directional stability? The purpose of correctly setting the leading and trailing edge devices on the wing of an aeroplane during take-off, approach and landing is to:

depends on CG location relative to the wing aerodynamic centre. A dorsal fin. reduce stall speed, increase CLMAX with minimum increase in drag for take-off, but with a relatively high drag for approach and landing.

Which aerodynamic design features can be used to reduce control forces?

Horn balance, balance tab, servo tab. cyclic deformations generated by aerodynamic, inertial and elastic loads on the wing.

Aileron flutter can be caused by:

The stick force per g of a heavy transport aeroplane is 300 N/g. What stick force is required, if the aeroplane in the clean configuration is pulled to the limit manoeuvring load factor from a trimmed horizontal straight and steady flight? 450 N.

Which of the following statements is correct? I. A dorsal fin increases the contribution of the vertical tail plane to the static directional stability, in particular at large angles of sideslip. II. A dorsal and a ventral fin both have a positive effect on static lateral stability. I is correct, II is incorrect. Which of the following statements about static longitudinal stability is correct? I. A requirement for positive static longitudinal stability of an aeroplane is, that the neutral point is behind the centre of gravity. II. A wing with positive camber provides a positive contribution to static longitudinal stability, when the centre of gravity of the aeroplane is in front of the aerodynamic centre of the wing. I is correct, II is correct. What is the effect of exceeding Mcrit on the stick force stability of an aeroplane with sweptback wings without any form of stability A decrease, due to loss of lift in augmentation? the wing root area. Excessive static lateral stability is an it would impose excessive undesirable characteristic for a transport demands on roll control during a aeroplane because: sideslip. An aeroplane with a mass of 4000 kg is performing a co-ordinated level turn at a constant TAS of 160 kt and a bank angle of 45. The lift is approximately: 56000 N. During a descent at a constant Mach number (assume zero thrust and standard the angle of attack will atmospheric conditions): decrease. Given that: pstat = static pressure. rho = density. pdyn = dynamic pressure. ptot = total pressure. Bernoulli's equation reads as follows: pstat + rho * TAS = constant. Whilst maintaining straight and level flight with a lift coefficient CL = 1, what will be the new approximate value of CL after the speed is increased by 41%? 0.50. will develop no noticeable shock waves when flying just above A supercritical wing: Mcrit. Flutter sensitivity of an aeroplane wing is reduced by: locating the engine ahead of the torsional axis of the wing.

A fundamental difference between the manoeuvring limit load factor and the gust limit load factor is, that:

the gust limit load factor can be higher than the manoeuvring limit load factor.

Which factor should be taken into account when determining VA?

The limit load factor.

at which both subsonic and A transonic Mach number is a Mach number: supersonic local speeds occur. In comparison to a conventional aerofoil section, typical shape characteristics of a supercritical aerofoil section are: The fundamental difference between the aerodynamic characteristics of two and threedimensional flow is that, in a threedimensional flow about a wing: What is the position of the elevator in relation to the trimmable horizontal stabiliser of an aeroplane with fully hydraulically operated flight controls that is in trim? What is the effect on landing speed when a trimmable horizontal stabiliser jams at high IAS? a larger nose radius, flatter upper surface and negative as well as positive camber. a spanwise component exists in addition to the chordwise speed component.

In general, control forces are reduced by: Which statement regarding the manoeuvre and gust load diagram in the clean configuration is correct? I. The gust load diagram has a symmetrical shape with respect to the n = 1 line for speeds above VB. II. The manoeuvre load diagram does not extend beyond the speed VC. I is correct, II is incorrect. In a skidding turn (the nose pointing inwards), compared with a co-ordinated turn, the bank angle (i) and the "ball" or slip indicator (ii) are (i) too small, (ii) displaced respectively: towards the high wing. A bob weight and a down spring Which statement concerning longitudinal have the same effect on the stability and control is correct? stick force stability.

Elevator deflection is zero. In most cases, a higher than normal landing speed is required. a horn balance, servo tab and spring tab.

After an aeroplane has been trimmed: Which statement is correct? I. Stall speeds are determined with the CG at the aft limit. II. Minimum control speeds are determined with the CG at the forward limit. An aeroplane with a mass of 2000 kg, is performing a co-ordinated level turn at a constant TAS of 160 kt and the bank angle is 60. The lift is approximately: Whilst maintaining straight and level flight with a lift coefficient CL = 1 what will be the new approximate value of CL after the speed is increased by 30%?

the stick position stability will be unchanged.

I is incorrect, II is incorrect.

40000 N.

0.60.

it allows a wing of increased relative thickness to be used for One advantage of a supercritical wing aerofoil approximately the same cruise over a conventional one is: Mach number. What is the effect of winglets on the drag of Increase parasite drag, the wing? decrease induced drag.

The transition point is the point where:

The stall speed decreases: (all other relevant factors are constant) During a straight, steady climb and with the thrust force parallel to the flight path: The relation between the Mach angle (mu) and the corresponding Mach number is: One advantage of mounting the horizontal tailplane on top of the vertical fin is: What is the highest speed possible without supersonic flow over the wing? The sonic boom of an aeroplane flying at supersonic speed is created by:

the boundary layer changes from laminar to turbulent. when, during a manoeuvre, the aeroplane nose is suddenly pushed firmly downwards (e.g. as in a push over). lift is the same as during a descent at the same angle and mass. sin mu = 1 / M. to improve the aerodynamic efficiency of the vertical fin. Critical Mach number. shock waves around the aeroplane.

What is the effect of aeroplane mass on shock wave intensity at constant Mach Increasing mass increases number? shock wave intensity. The position of the centre of pressure on an aerofoil of an aeroplane cruising at supersonic speed when compared with that at subsonic speed is: further aft. The primary purpose of dihedral is to: The function of ailerons is to rotate the aeroplane about the: increase static lateral stability. longitudinal axis. the tendency of an aeroplane to yaw in the opposite direction of turn mainly due to the difference in induced drag on each wing. varying of the blade angle from the root to the tip of a propeller blade.

When a turn is initiated, adverse yaw is:

Propeller blade twist is the: (For this question use annex 081-0018 issue date November 2005) The variation of propeller efficiency of a fixed pitch propeller with TAS at a given RPM is shown in: figure 4. greater than the drag because it must also balance a component In a straight, steady climb the thrust must be: of weight.

In order to fly a rate one turn at a higher airspeed, the bank angle must be:

increased and the turn radius will increase. greater than in straight and level flight, because it must balance the weight and generate the In a steady co-ordinated horizontal turn, lift is: centripetal force. During a take-off roll with a strong crosswind from the right, a four-engine jet aeroplane with wing-mounted engines experiences an engine failure. The failure of which engine will cause the greatest control problem? Regarding deep stall characteristics, identify whether the following statements are correct or incorrect: I. A wing with forward sweep and a low horizontal tail makes an aeroplane prone to deep stall. II. A stick shaker system is fitted to an aeroplane to resolve deep stall problems. Regarding deep stall characteristics, identify whether the following statements are correct or incorrect: I. The combination of a wing with sweepback and a T-tail make an aeroplane prone to deep stall. II. A stick shaker system is fitted to an aeroplane to resolve deep stall problems. Regarding deep stall characteristics, identify whether the following statements are correct or incorrect: I. A wing with forward sweep and a low horizontal tail makes an aeroplane prone to deep stall. II. A stick pusher system can be fitted to an aeroplane that exhibits abnormal stall characteristics. Regarding deep stall characteristics, identify whether the following statements are correct or incorrect: I. An aeroplane with a low horizontal tail and wings with sweepback is normally prone to deep stall. II. An aeroplane with a canard is normally prone to deep stall. (For this question use annex 081-0013 issue date November 2005) The angle of attack of a rotating propeller blade element shown in the annex is: (For this question use annex 081-0013 issue date November 2005) The helix or advance angle of a rotating propeller blade element shown in the annex is:

The right outboard engine.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

angle 1.

angle 3.

(For this question use annex 081-0013 issue date November 2005) The blade angle of a rotating propeller blade element shown in the annex is: angle 2. For an aeroplane equipped with a twoposition variable pitch propeller it is advisable to select a: fine pitch for take-off and climb. the ratio of power available (Thrust * TAS) to shaft power. Propeller efficiency is: (Torque * RPM) thrust is the component of the total aerodynamic force on the propeller parallel to the For any propeller: rotational axis. (For this question use annex 081-0014 issue date April 2006) The correct sequence of cross-sections representing propeller blade twist is: sequence 4. Which statement about propeller icing is correct? I. Propeller icing increases blade element drag and reduces blade element lift. II. Propeller icing does not affect propeller efficiency. I is correct, II is incorrect. The blade angle of a feathered Which of these statements concerning propeller is approximately 90 propellers is correct? degrees. Which statement is correct regarding the gyroscopic effect of a clockwise rotating propeller on a single engine aeroplane? I. Pitch down produces left yaw. II. Left yaw produces pitch up. I is correct, II is correct. Which statement is correct regarding the gyroscopic effect of a clockwise rotating propeller on a single engine aeroplane? I. Pitch down produces right yaw. II. Left yaw produces pitch down. I is incorrect, II is incorrect. Which statement is correct regarding the gyroscopic effect of a clockwise rotating propeller on a single engine aeroplane? I. Pitch down produces left yaw. II. Left yaw produces pitch down. I is correct, II is incorrect. Which statement is correct regarding the gyroscopic effect of a clockwise rotating propeller on a single engine aeroplane? I. Pitch down produces right yaw. II. Left yaw produces pitch up. I is incorrect, II is correct. Which statement is correct regarding the gyroscopic effect of a clockwise rotating propeller on a single engine aeroplane? I. Pitch up produces right yaw. II. Right yaw produces pitch down. I is correct, II is correct.

Which statement is correct regarding the gyroscopic effect of a clockwise rotating propeller on a single engine aeroplane? I. Pitch up produces left yaw. II. Right yaw produces pitch up. Which statement is correct regarding the gyroscopic effect of a clockwise rotating propeller on a single engine aeroplane? I. Pitch up produces right yaw. II. Right yaw produces pitch up. Which statement is correct regarding the gyroscopic effect of a clockwise rotating propeller on a single engine aeroplane? I. Pitch up produces left yaw. II. Right yaw produces pitch down. The asymmetric blade effect on an single engine aeroplane with a clockwise rotating propeller:

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

produces left yaw. theoretical distance a propeller would advance in one revolution at zero blade angle of attack. decrease when the TAS increases. increase when the TAS decreases.

The geometric pitch of a propeller is the: For a given RPM of a fixed pitch propeller, the blade angle of attack will: For a given RPM of a fixed pitch propeller, the blade angle of attack will: For a fixed-pitch propeller in flight at a given TAS, the blade angle of attack will: increase if RPM increases. For a fixed-pitch propeller in flight at a given TAS, the blade angle of attack will: decrease if RPM decreases. (For this question use annex 081-0015 issue date November 2005) A rotating propeller blade element produces an aerodynamic force F that may be resolved into two components: - a force T perpendicular to the plane of rotation (thrust). - a force R generating a torque absorbed by engine power. The diagram representing a windmilling propeller is: diagram 4. (For this question use annex 081-0015 issue date November 2005) A rotating propeller blade element produces an aerodynamic force F that may be resolved into two components: - a force T perpendicular to the plane of rotation (thrust). - a force R generating a torque absorbed by engine power. The diagram representing a rotating propeller blade element during the cruise is: diagram 1.

(For this question use annex 081-0015 issue date November 2005) A rotating propeller blade element produces an aerodynamic force F that may be resolved into two components: - a force T perpendicular to the plane of rotation (thrust). - a force R generating a torque absorbed by engine power. Which diagram is correct during the cruise? diagram 1. (For this question use annex 081-0015 issue date November 2005) A rotating propeller blade element produces an aerodynamic force F that may be resolved into two components: - a force T perpendicular to the plane of rotation (thrust). - a force R generating a torque absorbed by engine power. The diagram representing a rotating propeller blade element during reverse operation is: diagram 2. (For this question use annex 081-0015 issue date November 2005) The diagram representing a feathered propeller is: diagram 3. Which statement is correct when comparing a fixed pitch propeller with a constant speed propeller? I. A constant speed propeller reduces fuel consumption over a range of cruise speeds. II. A constant speed propeller improves takeoff performance as compared with a coarse fixed pitch propeller. I is correct, II is correct. Which statement about a propeller is correct? I. Asymmetric blade effect increases when engine power is increased. II. Asymmetric blade effect increases when the angle between the propeller axis and airflow through the propeller disc increases. Which statement about a propeller is correct? I. Asymmetric blade effect is unaffected when engine power is increased. II. Asymmetric blade effect increases when the angle between the propeller axis and the airflow through the propeller disc increases.

I is correct, II is correct.

I is incorrect, II is correct.

Which statement about a propeller is correct? I. Asymmetric blade effect reduces when engine power is increased. II. Asymmetric blade effect increases when the angle between the propeller axis and the airflow through the propeller disc increases. Which statement about a propeller is correct? I. Asymmetric blade effect increases when engine power is increased. II. Asymmetric blade effect is independent of the angle between the propeller axis and the airflow through the propeller disc. Which statement about a propeller is correct? I. Asymmetric blade effect is unaffected when engine power is increased. II. Asymmetric blade effect is independent of the angle between the propeller axis and the airflow through the propeller disc. Which statement about a propeller is correct? I. Asymmetric blade effect reduces when engine power is increased. II. Asymmetric blade effect is independent of the angle between the propeller axis and the airflow through the propeller disc.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is incorrect.

Which statement about a propeller is correct? I. Asymmetric blade effect increases when engine power is increased. II. Asymmetric blade effect reduces when the angle between the propeller axis and the airflow through the propeller disc increases. I is correct, II is incorrect. Which statement about a propeller is correct? I. Asymmetric blade effect is unaffected when engine power is increased. II. Asymmetric blade effect reduces when the angle between the propeller axis and the airflow through the propeller disc increases. I is incorrect, II is incorrect. Which statement about a propeller is correct? I. Asymmetric blade effect reduces when engine power is increased. II. Asymmetric blade effect reduces when the angle between the propeller axis and the airflow through the propeller disc increases. I is incorrect, II is incorrect. The torque reaction of a rotating fixed pitch low aeroplane speed and propeller will be greatest at: maximum engine power.

(For this question use annex 081-0016 issue date November 2005) A typical curve representing propeller efficiency of a fixed pitch propeller versus TAS at constant RPM is: Which statement is correct regarding a propeller? I. Increasing tip speed to supersonic speed increases propeller noise. II. Increasing tip speed to supersonic speed increases propeller efficiency. Which statement is correct regarding a propeller? I. Increasing tip speed to supersonic speed does not affect propeller noise. II. Increasing tip speed to supersonic speed decreases propeller efficiency. Which statement is correct regarding a propeller? I. Increasing tip speed to supersonic speed does not affect propeller noise. II. Increasing tip speed to supersonic speed increases propeller efficiency. Which statement is correct regarding a propeller? I. Increasing tip speed to supersonic speed increases propeller noise. II. Increasing tip speed to supersonic speed decreases propeller efficiency. The blade angle of a propeller is usually referenced at: Which statement is correct? I. A propeller with a small blade angle is referred to as being in fine pitch. II. A propeller with a large blade angle is referred to as being in coarse pitch. Which statement is correct? I. A propeller with little blade twist is referred to as being in fine pitch. II. A propeller with significant blade twist is referred to as being in coarse pitch. Which statement is correct? I. A propeller with little blade twist is referred to as being in fine pitch. II. A propeller with a large blade angle is referred to as being in coarse pitch. Which statement is correct? I. A propeller with a small blade angle is referred to as being in fine pitch. II. A propeller with significant blade twist is referred to as being in coarse pitch. Which statement is correct? I. A propeller with a small blade angle is referred to as being in coarse pitch. II. A propeller with a large blade angle is referred to as being in fine pitch.

diagram 2.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is correct. 75 % of blade radius.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

Which statement is correct? I. Propeller gyroscopic effect occurs during aeroplane pitch changes. II. Propeller gyroscopic effect is most noticeable during low speed flight at high propeller RPM. Which statement is correct? I. Propeller gyroscopic effect occurs during flight at constant aeroplane attitude. II. Propeller gyroscopic effect is most noticeable during low speed flight at low propeller RPM. Which statement is correct? I. Propeller gyroscopic effect occurs during aeroplane pitch changes. II. Propeller gyroscopic effect is most noticeable during low speed flight at low propeller RPM. Which statement is correct? I. Propeller gyroscopic effect occurs during flight at constant aeroplane attitude. II. Propeller gyroscopic effect is most noticeable during low speed flight at high propeller RPM.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

Which statement is correct when comparing a fixed pitch propeller with a constant speed propeller? I. A constant speed propeller reduces fuel consumption over a range of cruise speeds. II. A coarse fixed pitch propeller is more efficient during take-off. I is correct, II is incorrect Which statement is correct when comparing a fixed pitch propeller with a constant speed propeller? I. A fixed pitch propeller improves propeller efficiency over a range of cruise speeds. II. A coarse fixed pitch propeller is more efficient during take-off. I is incorrect, II is incorrect. Which statement is correct when comparing a fixed pitch propeller with a constant speed propeller? I. A fixed pitch propeller improves propeller efficiency over a range of cruise speeds. II. A constant speed propeller improves takeoff performance as compared with a coarse fixed pitch propeller. I is incorrect, II is correct. both subsonic and supersonic speeds exist in the flow around Regarding the transonic speed range: the aeroplane. increase the maximum lift The main function of a trailing edge flap is to: coefficient of the wing.

Flutter of control surfaces is:

a divergent oscillatory motion of a control surface caused by the interaction of aerodynamic forces, inertia forces and the stiffness of the structure.

Artificial feel is required: The reference section of a propeller blade with radius R is usually taken at a distance from the propeller axis equal to: Which of these statements on shock stall is correct?

with fully powered flight controls.

Shock induced separation can occur: An aeroplane in straight and level flight at 300 kt is subjected to a sudden disturbance in speed. Assuming the angle of attack remains constant initially and the load factor reaches a value of approximately 1.2: For most jet transport aeroplanes, the maximum operating limit speed, VMO: Wing twist (geometric and aerodynamic) is used to: 1. improve stall characteristics. 2. reduce induced drag. 3. reduce interference drag. 4. increase VMO.

0.75 R. Shock stall is a stall due to flow separation caused by a shock wave. behind a strong normal shock wave, independent of angle of attack.

the speed will have increased by 30 kt. is replaced by MMO at higher altitudes.

The combination that regroups all of the correct statements is: 1, 2. Given: p = pressure. rho = density. T = absolute temperature. The relationship between pressure, density and absolute temperature of a given mass of air can be expressed as follows: p / (rho * T) = constant. The four forces acting on an aeroplane in level flight are: thrust, lift, drag and weight. wing span squared and wing Aspect ratio of a wing is the ratio between: area. Assuming no flow separation and no compressibility effects the location of the centre of pressure of a positively cambered moves forward when the angle aerofoil section: of attack increases. the angle by which the relative airflow is deflected due to The induced angle of attack is: downwash. Total drag is the sum of: parasite drag and induced drag.

Which drag components make up parasite drag? 1. pressure drag. 2. friction drag. 3. induced drag. 4. interference drag. The combination that regroups all of the correct statements is:

Which of these statements about boundary layers is correct? Stall speed (IAS) varies with: Which of these statements about weight or mass is correct? During the take-off roll, when the pilot raises the tail in a tail wheeled propeller driven aeroplane, the additional aeroplane yawing tendency is due to the effect of: During which of the following phases of flight is a fixed pitch propeller's angle of attack lowest? The difference between a propeller's blade angle and its angle of attack is called: The total drag of an aerofoil in two dimensional flow comprises: Induced drag is the result of: Assuming constant IAS, when an aeroplane enters ground effect: (For this question use annex 081-0019 issue date March 2005) The tab in the figure represents: (For this question use annex 081-0020 issue date March 2005) The tab in the figure represents: In supersonic flight, any disturbance around a body affects the flow only: When supersonic airflow passes through an oblique shock wave, how do (1) static pressure, (2) density, and (3) local speed of sound change? The speed range from approximately M=1.3 to approximately M=5 is called the: Which of these statements about wing sweepback are correct or incorrect? I. Increasing wing sweepback increases Mcrit. II. Increasing wing sweepback increases the drag divergence Mach number.

1, 2, 4. Compared with a laminar boundary layer, a turbulent boundary layer is better able to resist a positive pressure gradient before it separates. weight.

Weight is a force.

gyroscopic precession.

High-speed glide. the helix angle. pressure drag and skin friction drag. downwash generated by tip vortices. the effective angle of attack increases. a balance tab that also functions as a trim tab.

a servo tab. within the Mach cone.

(1) increases, (2) increases, (3) increases. supersonic range.

I is correct, II is correct.

The pitch up tendency of an aeroplane with swept back wings during a stall is caused by the: The main purpose of a boundary-layer fence on a swept wing is to: Wing spoilers are deflected symmetrically in flight in order to: Spoilers mounted on the wing upper surface can be used to: Rotation around the lateral axis is called: Static directional stability is mainly provided by: Longitudinal stability is directly influenced by: (For this question use annex 081-0021 issue date March 2005) What kind of horizontal control surface is shown in the figure? (For this question use annex 081-0022 issue date June 2006) Assuming no pilot input the motion of the aeroplane in the diagram shows: (For this question use annex 081-0023 issue date June 2006) Assuming no pilot input the motion of the aeroplane in the diagram shows: (For this question use annex 081-810024 issue date June 2006) Assuming no pilot input the motion of the aeroplane in the diagram shows:

forward movement of the centre of pressure. improve the low speed handling characteristics. decelerate the aeroplane and/or increase its rate of descent. assist the ailerons. pitching. the fin. centre of gravity position.

All-flying tail.

dynamic longitudinal stability.

neutral dynamic longitudinal stability.

static longitudinal stability and dynamic longitudinal instability. following a disturbance from the equilibrium condition, a force and/or moment is generated that tends to counter the effects of that disturbance. static stability and sufficient damping. can never be dynamically stable.

Static stability means that: For an aeroplane to possess dynamic stability, it needs: A statically unstable aeroplane:

A statically stable aeroplane:

can show positive, neutral or negative dynamic longitudinal stability.

Which CG position with respect to the neutral point ensures static longitudinal stability? CG ahead of the neutral point. For a statically stable aeroplane, the relationship between the neutral point and centre of gravity (CG) is such that the neutral point is located: aft of the CG.

(For this question use annex 081-0025 issue date July 2006) Which line in the diagram illustrates an aeroplane which is statically longitudinally stable at all angles of attack? Line 4. (For this question use annex 081-0026 issue date October 2006) Where on the curve in the diagram does the aeroplane exhibit static longitudinal stability? Part 1. (For this question use annex 081-0026 issue date October 2006) Where on the curve in the diagram does the aeroplane exhibit neutral static longitudinal stability? Point 2. (For this question use annex 081-0027 issue date July 2006) The pitching moment versus angle of attack line in the diagram, which corresponds to a CG located at the neutral point of of a given aeroplane at low and moderate angles of attack is: line 2. larger for a forward CG position The elevator deflection required for a given when compared to an aft manoeuvre will be: position. For a given elevator deflection, aeroplane longitudinal manoeuvrability increases when: the CG moves aft. decreases static longitudinal stability. an increase in static longitudinal stability. minimum acceptable static longitudinal stability. increasing wing anhedral.

An aft CG shift: The movement of the aerodynamic centre of the wing when an aeroplane accelerates through the transonic range causes: The aft CG limit can be determined by the: Static lateral stability will be decreased by:

The contribution of wing sweep back to static directional stability is: positive. Which of these statements about Mcrit is correct? What is the value of the Mach number if the Mach angle equals 45? The load factor is greater than 1 (one): Shock waves cannot occur at speeds below Mcrit. 1.4 when lift is greater than weight. sweepback, thin aerofoils and area ruling.

Mcrit is increased by: In a co-ordinated horizontal turn, the magnitude of the centripetal force at 45 degrees of bank:

is equal to the weight of the aeroplane.

Which of these statements concerning flight in turbulence is correct? An aeroplane flying at 100 kt in straight and level flight is subjected to a disturbance that suddenly increases the speed by 20 kt. Assuming the angle of attack remains constant, the load factor will initially: In general, directional controllability with one engine inoperative on a multi-engine aeroplane is favourably affected by: 1. high temperature. 2. low temperature. 3. aft CG location. 4. forward CG location. 5. high altitude. 6. low altitude.

VRA is the recommended turbulence penetration air speed.

increase to 1.44.

The combination that regroups all of the correct statements is: 1, 4, 5. The most forward CG location may be limited by: 1. insufficient flare capability. 2. excessive in-flight manoeuvrability. 3. insufficient in-flight manoeuvrability. The combination that regroups all of the correct statements is: Compared with level flight, the angle of attack must be increased in a steady, co-ordinated, horizontal turn: Assuming standard atmospheric conditions, in order to generate the same amount of lift as altitude is increased, an aeroplane must be flown at: Regarding the lift formula, if density doubles, lift will: Regarding the lift formula, if airspeed doubles, lift will: If the lift generated by a given wing is 1000 kN, what will be the lift if the wing area is doubled? If the wing area is increased, lift will: Wing loading is the ratio between: When wing lift is zero, its induced drag is: If the airspeed reduces in level flight below the speed for maximum L/D, the total drag of an aeroplane will: If the stall speed of an aeroplane is 60 kt, at what speed will the aeroplane stall if the load factor is 2?

1, 3.

to compensate for the reduction in the vertical component of lift.

a higher TAS for any given angle of attack. also double. be 4 times greater.

2000 kN. increase because it is directly proportional to wing area. aeroplane weight and wing area. zero. increase because of increased induced drag.

85 kt.

One disadvantage of wing sweepback is: Which of these statements about the transonic speed range is correct ? An aeroplane that tends to return to its predisturbed equilibrium position after the disturbance has been removed is said to have:

the tendency of the wingtip section to stall prior to the wing root section. The transonic speed range starts at Mcrit and extends to Mach numbers above M = 1.

positive static stability. tendency of an aeroplane to recover from a skid with the rudder free.

Static directional stability is the: Sweepback of a wing positively influences: 1. static longitudinal stability. 2. static lateral stability. 3. dynamic longitudinal stability. The combination that regroups all of the correct statements is:

2. maintain static directional stability at large sideslip angles. static lateral stability is much more pronounced than static directional stability. Dutch roll.

The purpose of a dorsal fin is to:

An aeroplane is sensitive to Dutch roll when: An example of a combined lateral and directional periodic motion is a:

The elevator is the primary control surface for control about the lateral axis and is operated by a forward or backward movement of the control wheel Which statement about elevators is correct? or stick. The forward CG limit is mainly determined by the amount of Which statement is about CG limits is pitch control available from the correct? elevator. Outboard ailerons (if present) are normally used: in low speed flight only. What are the primary roll controls on a conventional aeroplane? The ailerons. changing the wing camber and the two wings therefore produce different lift values resulting in a Aileron deflection causes a rotation around moment about the longitudinal the longitudinal axis by: axis. If the airspeed is doubled, whilst maintaining the same control surface deflection the aerodynamic force on this control surface will: become four times greater.

Yaw is followed by roll because the:

yawing motion generated by rudder deflection causes a speed increase of the outer wing, which increases the lift on that wing so that the aeroplane starts to roll in the same direction as the yaw. mass balancing of the control surface.

Control surface flutter can be eliminated by:

What may happen if the "ultimate load factor" is exceeded? Structural failure. Which of these statements about propellers is correct or incorrect? I. A cruise propeller has a greater geometric pitch when compared with a climb propeller. II. A coarse pitch propeller is less efficient during take-off and in the climb, but more efficient in the cruise, when compared with a fine pitch propeller. I is correct, II is correct. Assuming that the RPM remains constant throughout, the angle of attack of a fixed pitch propeller will: decrease with increasing airspeed. Which statement is correct regarding a The windmilling drag is much windmilling propeller on a multi-engine higher than for a feathered aeroplane? propeller. Turning motion in a steady, level co-ordinated turn is created by: the centripetal force. thrust equals drag, because there is equilibrium of forces along the direction of flight. less than weight, because lift only needs to balance the weight component perpendicular to the flight path.

In a steady, horizontal, co-ordinated turn:

During a straight steady descent, lift is:

What is the heading change after 10 seconds of an aeroplane performing a rate one turn? 30 degrees.

VMCA is the minimum speed at which directional control can be maintained when, amongst others: 1. maximum take-off thrust was set and is maintained on the remaining engines. 2. a sudden engine failure occurs on the most critical engine. 3. flaps are in any position. 4. the gear is either up or down. 5. the aeroplane is either in or out of ground effect. The combination that regroups all of the correct statements is:

1 and 2 are correct.

VMCL is the: Consider the following statements about VMCG: 1. VMCG is determined with the gear down. 2. VMCG is determined with the flaps in the landing position. 3. VMCG is determined by using rudder and nosewheel steering 4. During VMCG determination the aeroplane may not deviate from the straight-line path by more than 30 ft. The combination that regroups all of the correct statements is: Which statement is correct? I. At a given RPM the propeller efficiency of a fixed pitch propeller is maximum at only one value of TAS. II. A constant speed propeller maintains near maximum efficiency over a wider range of aeroplane speeds than a fixed pitch propeller. Which statement is correct? I. At a given RPM the propeller efficiency of a fixed pitch propeller is maximum at only one value of TAS. II. A fixed pitch propeller maintains near maximum efficiency over a wider range of aeroplane speeds than a constant speed propeller. If S is the frontal area of the propeller disc, propeller solidity is the ratio of:

minimum control speed approach and landing.

1, 4.

I is correct, II is correct.

I is correct, II is incorrect. the total frontal area of all the blades to S.

Which statement about propeller noise is correct? I. Propeller noise increases when the blade tip speed increases. II. For a given engine and propeller blade shape, an increase in the number of propeller blades allows for a reduction in propeller noise. Which statement about propeller noise is correct? I. Propeller noise decreases when the blade tip speed increases. II. For a given engine and propeller blade shape, a decrease in the number of propeller blades allows for a reduction in propeller noise. Which statement about propeller noise is correct? I. Propeller noise increases when the blade tip speed increases. II. For a given engine and propeller blade shape, a decrease in the number of propeller blades allows for a reduction in propeller noise. Which statement about propeller noise is correct? I. Propeller noise decreases when the blade tip speed increases. II. For a given engine and propeller blade shape, an increase in the number of propeller blades allows for a reduction in propeller noise. Which statement about propeller noise is correct? I. Propeller noise remains the same when the blade tip speed increases. II. For a given engine and propeller blade shape, a decrease in the number of propeller blades allows for a reduction in propeller noise. Which statement is correct for a propeller of given diameter and at constant RPM? I. Assuming blade shape does not change power absorption increases if the number of blades increases. II. Power absorption increases if the mean chord of the blades increases. Which statement is correct for a propeller of given diameter and at constant RPM? I. Assuming blade shape does not change power absorption is independent of the number of blades. II. Power absorption decreases if the mean chord of the blades increases.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

Which statement is correct for a propeller of given diameter and at constant RPM? I. Assuming blade shape does not change power absorption increases if the number of blades increases. II. Power absorption decreases if the mean chord of the blades increases. Which statement is correct for a propeller of given diameter and at constant RPM? I. Assuming blade shape does not change power absorption is independent of the number of blades. II. Power absorption increases if the mean chord of the blades increases. An aeroplane's angle of attack can be defined as the angle between its: An aeroplane's pitch angle is defined as the angle between its: An aeroplane's flight path angle is defined as the angle between its:

I is correct, II is incorrect.

I is incorrect, II is correct. speed vector and longitudinal axis. longitudinal axis and the horizontal plane. speed vector and the horizontal plane.

The subsonic speed range:

ends at Mcrit.

Which of these statements about the supersonic speed range is correct?

The airflow everywhere around the aeroplane is supersonic.

Which of these statements about propellers is correct or incorrect? I. A cruise propeller has a smaller geometric pitch compared with a climb propeller. II. A coarse pitch propeller is more efficient during take-off and in the climb, but is less efficient in the cruise, when compared with a fine pitch propeller. I is incorrect, II is incorrect. Which of these statements about propellers is correct or incorrect? I. A cruise propeller has a smaller geometric pitch compared with a climb propeller. II. A coarse pitch propeller is less efficient during take-off and in the climb, but more efficient in the cruise, when compared with a fine pitch propeller. I is incorrect, II is correct. Which of these statements about propellers is correct or incorrect? I. A cruise propeller has a greater geometric pitch compared with a climb propeller. II. A coarse pitch propeller is more efficient during take-off and in the climb, but is less efficient in the cruise, when compared with a fine pitch propeller. I is correct, II is incorrect.

assuming no flow separation, the pitching moment coefficient The aerodynamic centre of a wing is the point does not change with varying relative to which: angle of attack. the aeroplane becomes longitudinally unstable when the The neutral point of an aeroplane is the point CG is moved beyond it in an aft where: direction. (For this question use annex 081-0002 issue date April 2005) Assuming all bodies have the same crosssectional area and are in motion, which body will have the highest pressure drag? Body 2. (For this question use annex 081-0002 issue date April 2005) Assuming all bodies have the same crosssectional area and are in motion, place these bodies in order of increasing pressure drag. The correct answer is: 3, 4, 1, 2. (For this question use annex 081-0002 issue date April 2005) Assuming all bodies have the same crosssectional area and are in motion, place these bodies in order of decreasing pressure drag. The correct answer is: 2, 1, 4, 3. (For this question use annex 081-0007 issue date October 2005) The point on the diagram corresponding to the minimum value of the drag coefficient is: point 1. (For this question use annex 081-0007 issue date October 2005) The point on the diagram corresponding to the minimum value of drag is: point 2. In general, directional controllability with one engine inoperative on a multi-engine aeroplane is adversely affected by: 1. high temperature. 2. low temperature. 3. aft CG location. 4. forward CG location. 5. high altitude. 6. low altitude. The combination that regroups all of the correct statements is: The most aft CG location may be limited by: 1. insufficient stick force stability. 2. insufficient flare capability. 3. excessive in-flight manoeuvrability. 4. insufficient in-flight manoeuvrability. The combination that regroups all of the correct statements is:

2, 3, 6.

1, 3.

An example of a combined lateral and directional aperiodic motion is a: An aeroplane's bank angle is defined as the angle between its: When speed is increased in straight and level flight on a positively cambered aerofoil, what happens to the: 1. centre of pressure and 2. the magnitude of the total lift force? The lift coefficient Cl versus angle of attack curve of a symmetrical aerofoil section intersects the vertical axis of the graph: The lift coefficient Cl versus angle of attack curve of a negatively cambered aerofoil section intersects the vertical axis of the graph: The lift coefficient Cl versus angle of attack curve of a positively cambered aerofoil section intersects the horizontal axis of the graph: The lift coefficient Cl versus angle of attack curve of a symmetrical aerofoil section intersects the horizontal axis of the graph: The lift coefficient Cl versus angle of attack curve of a negatively cambered aerofoil section intersects the horizontal axis of the graph: Low speed pitch-up can be caused by a significant thrust: Which statement is correct? I. A stick pusher activates at a higher angle of attack than a stick shaker. II. A stick pusher prevents the pilot from increasing the angle of attack further. Which statement is correct? I. A stick pusher activates at a lower angle of attack than a stick shaker. II. A stick shaker prevents the pilot from increasing the angle of attack further. Which statement is correct? I. A stick pusher activates at a higher angle of attack than a stick shaker. II. A stick shaker prevents the pilot from increasing the angle of attack further. Which statement is correct? I. A stick pusher activates at a lower angle of attack than a stick shaker. II. A stick pusher prevents the pilot from increasing the angle of attack further.

spiral dive. lateral axis and the horizontal plane.

1 moves aft and 2 remains constant.

at the origin.

below the origin.

to the left of the origin.

at the origin.

to the right of the origin. increase with podded engines located beneath a low-mounted wing.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

Wing sweep angle is the angle between:

the quarter-chord line of the wing and the lateral axis.

Regarding a positively cambered aerofoil section, which statement is correct? I. The angle of attack has a positive value when the lift coefficient equals zero. II. A nose up pitching moment exists when the lift coefficient equals zero. Regarding a positively cambered aerofoil section, which statement is correct? I. The angle of attack has a negative value when the lift coefficient equals zero. II. A nose up pitching moment exists when the lift coefficient equals zero. Regarding a positively cambered aerofoil section, which statement is correct? I. The angle of attack has a positive value when the lift coefficient equals zero. II. A nose down pitching moment exists when the lift coefficient equals zero. Regarding a symmetric aerofoil section, which statement is correct? I. The angle of attack is zero when the lift coefficient equals zero. II. The pitching moment is zero when the lift coefficient equals zero. Regarding a symmetric aerofoil section, which statement is correct? I. The angle of attack has a positive value when the lift coefficient equals zero. II. A nose down pitching moment exists when the lift coefficient equals zero. Regarding a symmetric aerofoil section, which statement is correct? I. The angle of attack has a negative value when the lift coefficient equals zero. II. A nose up pitching moment exists when the lift coefficient equals zero. Regarding a symmetric aerofoil section, which statement is correct? I. The angle of attack is zero when the lift coefficient equals zero. II. A nose up pitching moment exists when the lift coefficient equals zero. Regarding a symmetric aerofoil section, which statement is correct? I. The angle of attack has a positive value when the lift coefficient equals zero. II. The pitching moment is zero when the lift coefficient equals zero. (For this question use annex 081-0006 issue date July 2004) The point in the annex showing zero lift is: Which statement is correct? I. Stall speeds are determined with the CG at the forward limit. II. Minimum control speeds are determined with the CG at the aft limit.

I is incorrect and II is incorrect.

I is correct and II is incorrect.

I is incorrect and II is correct.

I is correct and II is correct.

I is incorrect and II is incorrect.

I is incorrect and II is incorrect.

I is correct and II is incorrect.

I is incorrect and II is correct.

point a.

I is correct, II is correct.

Which statement is correct? I. Stall speeds are determined with the CG at the aft limit. II. Minimum control speeds are determined with the CG at the aft limit. Which statement is correct? I. Stall speeds are determined with the CG at the forward limit. II. Minimum control speeds are determined with the CG at the forward limit. When a jet transport aeroplane takes off with the CG at the forward limit and the trimmable horizontal stabiliser (THS) is positioned at the maximum allowable nose up position for takeoff: When a jet transport aeroplane takes off with the CG at the aft limit and the trimmable horizontal stabiliser (THS) is positioned at the maximum allowable nose down position for take-off: When a jet transport aeroplane takes off with the CG at the aft limit and the trimmable horizontal stabiliser (THS) is positioned at the maximum allowable nose up position for takeoff:

I is incorrect, II is correct.

I is correct, II is incorrect.

rotation will be normal using the normal rotation technique.

rotation will be normal using the normal rotation technique.

Negative tail stall is:

early nose wheel raising will take place. a sudden reduction in the downward aerodynamic force on the tailplane. When negative tail stall occurs, the aeroplane will show an uncontrollable pitch-down moment.

Which statement about negative tail stall is correct? Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The dynamic pressure in the undisturbed airflow is lower than in the throat. II. The total pressure in the undisturbed airflow is lower than in the throat. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The dynamic pressure in the undisturbed airflow is lower than in the throat. II. The total pressure in the undisturbed airflow and in the throat is the same. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The dynamic pressure in the undisturbed airflow is lower than in the throat. II. The total pressure in the undisturbed airflow is higher than in the throat.

I is correct, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The dynamic pressure in the undisturbed airflow is the same as in the throat. II. The total pressure in the undisturbed airflow is lower than in the throat. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The dynamic pressure in the undisturbed airflow is the same as in the throat. II. The total pressure in the undisturbed airflow is higher than in the throat. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The dynamic pressure in the undisturbed airflow is higher than in the throat. II. The total pressure in the undisturbed airflow is lower than in the throat. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The dynamic pressure in the undisturbed airflow is higher than in the throat. II. The total pressure in the undisturbed airflow is the same as in the throat. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The static pressure in the undisturbed airflow is lower than in the throat. II. The speed in the undisturbed airflow is lower than in the throat. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The static pressure in the undisturbed airflow is lower than in the throat. II. The speed in the undisturbed airflow is the same as in the throat. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The static pressure in the undisturbed airflow is lower than in the throat. II. The speed in the undisturbed airflow is higher than in the throat. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The static pressure in the undisturbed airflow is the same as in the throat. II. The speed in the undisturbed airflow is lower than in the throat.

I is incorrect, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The static pressure in the undisturbed airflow is the same as in the throat. II. The speed in the undisturbed airflow is the same as in the throat. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The static pressure in the undisturbed airflow is the same as in the throat. II. The speed in the undisturbed airflow is higher than in the throat. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The static pressure in the undisturbed airflow is higher than in the throat. II. The speed in the undisturbed airflow is lower than in the throat. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The static pressure in the undisturbed airflow is higher than in the throat. II. The speed in the undisturbed airflow is the same as in the throat. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The static pressure in the undisturbed airflow is higher than in the throat. II. The speed in the undisturbed airflow is higher than in the throat. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The dynamic pressure in the throat is lower than in the undisturbed airflow. II. The total pressure in the throat is lower than in the undisturbed airflow. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The dynamic pressure in the throat is lower than in the undisturbed airflow. II. The total pressure in the throat is the same as in the undisturbed airflow. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The dynamic pressure in the throat is lower than in the undisturbed airflow. II. The total pressure in the throat is higher than in the undisturbed airflow.

I is incorrect, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The dynamic pressure in the throat is the same as in the undisturbed airflow. II. The total pressure in the throat is lower than in the undisturbed airflow. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The dynamic pressure in the throat is the same as in the undisturbed airflow. II. The total pressure in the throat is higher than in the undisturbed airflow. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The dynamic pressure in the throat is higher than in the undisturbed airflow. II. The total pressure in the throat is lower than in the undisturbed airflow. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The dynamic pressure in the throat is higher than in the undisturbed airflow. II. The total pressure in the throat is the same as in the undisturbed airflow. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The dynamic pressure in the throat is higher than in the undisturbed airflow. II. The total pressure in the throat is higher than in the undisturbed airflow. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The static pressure in the throat is lower than in the undisturbed airflow. II. The speed of the airflow in the throat is lower than in the undisturbed airflow. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The static pressure in the throat is lower than in the undisturbed airflow. II. The speed of the airflow in the throat is the same as in the undisturbed airflow. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The static pressure in the throat is lower than in the undisturbed airflow. II. The speed of the airflow in the throat is higher than in the undisturbed airflow.

I is incorrect, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is correct, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The static pressure in the throat is the same as in the undisturbed airflow. II. The speed of the airflow in the throat is lower than in the undisturbed airflow. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The static pressure in the throat is the same as in the undisturbed airflow. II. The speed of the airflow in the throat is higher than in the undisturbed airflow. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The static pressure in the throat is higher than in the undisturbed airflow. II. The speed of the airflow in the throat is lower than in the undisturbed airflow. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The static pressure in the throat is higher than in the undisturbed airflow. II. The speed of the airflow in the throat is the same as in the undisturbed airflow. Considering subsonic incompressible airflow through a Venturi, which statement is correct? I. The static pressure in the throat is higher than in the undisturbed airflow. II. The speed of the airflow in the throat is higher than in the undisturbed airflow.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

Which statement about propeller icing is correct? I. Propeller icing reduces blade element drag and increases blade element lift. II. Propeller icing reduces propeller efficiency. I is incorrect, II is correct. Which statement about propeller icing is correct? I. Propeller icing increases blade element drag and reduces blade element lift. II. Propeller icing reduces propeller efficiency. I is correct, II is correct. Which statement about propeller icing is correct? I. Propeller icing reduces blade element drag and increases blade element lift. II. Propeller icing does not affect propeller efficiency. I is incorrect, II is incorrect.

Which of these statements concerning propellers is correct?

A feathered propeller causes less drag than a windmilling propeller. When compared with a nonfeathered propeller, a feathered propeller improves the handling of a multi-engine aeroplane with one engine inoperative.

Which of these statements concerning propellers is correct?

The effective pitch of a propeller is the: Consider two elevator control systems: 1 is fitted with a trim tab. 2 is fitted with fully powered hydraulic controls and an adjustable horizontal stabiliser. For both cases and starting from a trimmed condition, how will the neutral position of the control column change, after trimming for a speed decrease? Which statement is correct? I. Propeller gyroscopic effect occurs during aeroplane yaw changes. II. Propeller gyroscopic effect is most noticeable during low speed flight at high propeller RPM. Which statement is correct? I. Propeller gyroscopic effect occurs during aeroplane yaw changes. II. Propeller gyroscopic effect is most noticeable during low speed flight at low propeller RPM. (For this question use annex 081-0029 issue date April 2006) The correct sequence of cross-sections representing propeller blade twist is: (For this question use annex 081-0030 issue date April 2006) The correct sequence of cross-sections representing propeller blade twist is: (For this question use annex 081-0031 issue date April 2006) The correct sequence of cross-sections representing propeller blade twist is: An aeroplane performs a steady horizontal, co-ordinated turn with 45 degrees of bank at 230 kt TAS. The same aeroplane with the same bank angle and speed, but at a higher mass:

actual distance a propeller advances in one revolution.

1 moves aft, 2 does not change.

I is correct, II is correct.

I is correct, II is incorrect.

sequence 1.

sequence 2.

sequence 3.

will turn with the same radius, but might stall.

An aeroplane performs a steady horizontal, co-ordinated turn with 45 degrees of bank at 230 kt TAS. The same aeroplane with the same bank angle and speed, but at a lower mass will turn with: An aeroplane performs a steady horizontal, co-ordinated turn with 45 degrees of bank at 230 kt TAS. The same aeroplane with the same bank angle and speed, but at a lower mass will turn with: Two identical aeroplanes A and B, with the same mass, are flying steady level coordinated 20 degree bank turns. If the TAS of A is 130 kt and the TAS of B is 200 kt: Two identical aeroplanes A and B, with the same mass, are flying steady level coordinated 20 degree bank turns. If the TAS of A is 130 kt and the TAS of B is 200 kt: Two identical aeroplanes A and B, with the same mass, are flying steady level coordinated 20 degree bank turns. If the TAS of A is 130 kt and the TAS of B is 200 kt: Which of these statements about "tuck under" are correct or incorrect? I. A contributing factor to "tuck under" is a forward movement of the centre of pressure of the wing. II. A contributing factor to "tuck under" is an increase in the downwash angle at the location of the horizontal stabiliser. Which of these statements about "tuck under" are correct or incorrect? I. A contributing factor to "tuck under" is an aft movement of the centre of pressure of the wing. II. A contributing factor to "tuck under" is an increase in the downwash angle at the location of the horizontal stabiliser. Which of these statements about "tuck under" are correct or incorrect? I. A contributing factor to "tuck under" is an forward movement of the centre of pressure of the wing. II. A contributing factor to "tuck under" is a reduction in the downwash angle at the location of the horizontal stabiliser.

the same turn radius.

the same rate of turn.

the load factor of A and B are the same.

the turn radius of A is less than that of B.

the lift coefficient of A is greater than that of B.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

The stall speed lines in the manoeuvring load diagram originate from a point where the: speed = 0, load factor = 0. The stall speed line in the manoeuvring load diagram runs through a point where the: The stall speed line in the manoeuvring load diagram runs through a point where the: speed = VA, load factor = limit load factor.

speed = VS, load factor = +1.

An aeroplane's sideslip angle is defined as the angle between the: An aeroplane's angle of incidence is defined as the angle between the: Which of these statements about weight or mass is correct?

Which of these statements about weight or mass is correct?

Which of these statements about weight or mass is correct? During which of the following phases of flight is a fixed pitch propeller's angle of attack highest? The total drag of a three dimensional wing consists of: An aeroplane has static directional stability if, when in a sideslip with the relative airflow coming from the left, initially the: (For this question use annex 081-0032 issue date November 2005) The variation of propeller efficiency of a fixed pitch propeller with TAS at a given RPM is shown in: (For this question use annex 081-0033 issue date November 2005) The variation of propeller efficiency of a fixed pitch propeller with TAS at a given RPM is shown in: (For this question use annex 081-0034 issue date November 2005) The variation of propeller efficiency of a fixed pitch propeller with TAS at a given RPM is shown in: (For this question use annex 081-0035 issue date November 2005) A typical curve representing propeller efficiency of a fixed pitch propeller versus TAS at constant RPM is: (For this question use annex 081-0036 issue date November 2005) A typical curve representing propeller efficiency of a fixed pitch propeller versus TAS at constant RPM is: (For this question use annex 081-0037 issue date November 2005) A typical curve representing propeller efficiency of a fixed pitch propeller versus TAS at constant RPM is:

speed vector and the plane of symmetry. longitudinal axis and the wing root chord line. In the SI system the unit of measurement for weight is the Newton. The mass of a body can be determined by dividing its weight by the acceleration due to gravity. The weight of a body can be determined by multiplying its mass by the acceleration due to gravity.

Take-off run. induced drag and parasite drag. nose of the aeroplane tends to yaw left.

figure 3.

figure 1.

figure 2.

diagram 4.

diagram 3.

diagram 1.

Which statement, about the effects on drag of fitting external tip tanks to the wings of an aeroplane, is correct? I. Parasite drag increases. II. Induced drag increases. Which statement, about the effects on drag of fitting external tip tanks to the wings of an aeroplane, is correct? I. Parasite drag decreases. II. Induced drag increases. Which statement, about the effects on drag of fitting external tip tanks to the wings of an aeroplane, is correct? I. Parasite drag increases. II. Induced drag decreases. Which statement, about the effects on drag of fitting external tip tanks to the wings of an aeroplane, is correct? I. Parasite drag decreases. II. Induced drag decreases. Which statement, about the effects on drag of removing external tip tanks from the wings of an aeroplane, is correct? I. Parasite drag increases. II. Induced drag increases. Which statement, about the effects on drag of removing external tip tanks from the wings of an aeroplane, is correct? I. Parasite drag decreases. II. Induced drag increases. Which statement, about the effects on drag of removing external tip tanks from the wings of an aeroplane, is correct? I. Parasite drag increases. II. Induced drag decreases. Which statement, about the effects on drag of removing external tip tanks from the wings of an aeroplane, is correct? I. Parasite drag decreases. II. Induced drag decreases. Rotation around the longitudinal axis is called: Rotation around the normal axis is called: Which statement, about an aeroplane entering ground effect at constant angle of attack, is correct? I. The lift coefficient CL increases. II. The induced drag coefficient CDi decreases. Which statement, about an aeroplane entering ground effect at constant angle of attack, is correct? I. The lift coefficient CL remains constant. II. The induced drag coefficient CDi decreases.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect. rolling. yawing.

I is correct, II is correct.

I is incorrect, II is correct.

Which statement, about an aeroplane entering ground effect at constant angle of attack, is correct? I. The lift coefficient CL decreases. II. The induced drag coefficient CDi decreases. Which statement, about an aeroplane entering ground effect at constant angle of attack, is correct? I. The lift coefficient CL increases. II. The induced drag coefficient CDi remains constant. Which statement, about an aeroplane entering ground effect at constant angle of attack, is correct? I. The lift coefficient CL decreases. II. The induced drag coefficient CDi remains constant. Which statement, about an aeroplane entering ground effect at constant angle of attack, is correct? I. The lift coefficient CL increases. II. The induced drag coefficient CDi increases. Which statement, about an aeroplane entering ground effect at constant angle of attack, is correct? I. The lift coefficient CL remains constant. II. The induced drag coefficient CDi increases. Which statement, about an aeroplane entering ground effect at constant angle of attack, is correct? I. The lift coefficient CL decreases. II. The induced drag coefficient CDi increases. Which statement, about an aeroplane leaving ground effect at constant angle of attack, is correct? I. The lift coefficient CL increases. II. The induced drag coefficient CDi increases. Which statement, about an aeroplane leaving ground effect at constant angle of attack, is correct? I. The lift coefficient CL remains constant. II. The induced drag coefficient CDi increases. Which statement, about an aeroplane leaving ground effect at constant angle of attack, is correct? I. The lift coefficient CL decreases. II. The induced drag coefficient CDi increases.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is correct.

I is correct, II is correct.

Which statement, about an aeroplane leaving ground effect at constant angle of attack, is correct? I. The lift coefficient CL increases. II. The induced drag coefficient CDi remains constant. Which statement, about an aeroplane leaving ground effect at constant angle of attack, is correct? I. The lift coefficient CL decreases. II. The induced drag coefficient CDi remains constant. Which statement, about an aeroplane leaving ground effect at constant angle of attack, is correct? I. The lift coefficient CL increases. II. The induced drag coefficient CDi decreases. Which statement, about an aeroplane leaving ground effect at constant angle of attack, is correct? I. The lift coefficient CL remains constant. II. The induced drag coefficient CDi decreases. Which statement, about an aeroplane leaving ground effect at constant angle of attack, is correct? I. The lift coefficient CL decreases. II. The induced drag coefficient CDi decreases. Which statement about an aeroplane entering ground effect is correct? I. The downwash angle increases. II. The induced angle of attack decreases. Which statement about an aeroplane entering ground effect is correct? I. The downwash angle remains constant. II. The induced angle of attack decreases. Which statement about an aeroplane entering ground effect is correct? I. The downwash angle decreases. II. The induced angle of attack decreases. Which statement about an aeroplane entering ground effect is correct? I. The downwash angle increases. II. The induced angle of attack remains constant. Which statement about an aeroplane entering ground effect is correct? I. The downwash angle decreases. II. The induced angle of attack remains constant. Which statement about an aeroplane entering ground effect is correct? I. The downwash angle increases. II. The induced angle of attack increases.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

Which statement about an aeroplane entering ground effect is correct? I. The downwash angle remains constant. II. The induced angle of attack increases. Which statement about an aeroplane entering ground effect is correct? I. The downwash angle decreases. II. The induced angle of attack increases. Which statement about an aeroplane leaving ground effect is correct? I. The downwash angle increases. II. The induced angle of attack increases. Which statement about an aeroplane leaving ground effect is correct? I. The downwash angle remains constant. II. The induced angle of attack increases. Which statement about an aeroplane leaving ground effect is correct? I. The downwash angle decreases. II. The induced angle of attack increases. Which statement about an aeroplane leaving ground effect is correct? I. The downwash angle increases. II. The induced angle of attack remains constant. Which statement about an aeroplane leaving ground effect is correct? I. The downwash angle decreases. II. The induced angle of attack remains constant. Which statement about an aeroplane leaving ground effect is correct? I. The downwash angle increases. II. The induced angle of attack decreases. Which statement about an aeroplane leaving ground effect is correct? I. The downwash angle remains constant. II. The induced angle of attack decreases. Which statement about an aeroplane leaving ground effect is correct? I. The downwash angle decreases. II. The induced angle of attack decreases.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is incorrect.

Which of these statements about the strength of wing tip vortices are correct or incorrect? I. Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack increases. II. The strength of wing tip vortices increases as the aspect ratio decreases. I is correct, II is correct.

Which of these statements about the strength of wing tip vortices are correct or incorrect? I. Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack increases. II. The strength of wing tip vortices increases as the aspect ratio increases. I is incorrect, II is incorrect. Which of these statements about the strength of wing tip vortices are correct or incorrect? I. Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack increases. II. The strength of wing tip vortices increases as the aspect ratio increases. I is correct, II is incorrect. Which of these statements about the strength of wing tip vortices are correct or incorrect? I. Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack increases. II. The strength of wing tip vortices increases as the aspect ratio decreases. I is incorrect, II is correct. Which of these statements about the strength of wing tip vortices are correct or incorrect? I. Assuming no flow separation, the strength of wing tip vortices is not affected by angle of attack. II. The strength of wing tip vortices increases as the aspect ratio decreases. I is incorrect, II is correct. Which of these statements about the strength of wing tip vortices are correct or incorrect? I. Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack increases. II. The strength of wing tip vortices is not affected by aspect ratio. I is incorrect, II is incorrect. wing area divided by the wing The mean geometric chord of a wing is the: span. Taper ratio of a wing is the ratio between: Given an aeroplane in steady, straight and level flight at low speed and considering the effects of CG location and thrust, the lowest value of wing lift occurs at: tip chord and root chord.

aft CG and take-off thrust.

Assuming ISA conditions and no compressibility effects, if an aeroplane maintains straight and level flight at the same IAS at both altitudes is the angle of attack at two different altitudes, the: same.

Assuming ISA conditions and no compressibility effects, if an aeroplane maintains straight and level flight at the same angle of attack at two different altitudes, the: Which of these statements about stall speed is correct? Which of these statements about stall speed is correct? Which of these statements about stall speed is correct? When the lift coefficient Cl of a negatively cambered aerofoil section is zero, the pitching moment is: Which of these statements about induced drag are correct or incorrect? I. An elliptical spanwise lift distribution generates less induced drag than a rectangular lift distribution. II. Induced drag increases with decreasing aspect ratio. Which of these statements about induced drag are correct or incorrect? I. An elliptical spanwise lift distribution generates more induced drag than a rectangular lift distribution. II. Induced drag decreases with decreasing aspect ratio. Which of these statements about induced drag are correct or incorrect? I. An elliptical spanwise lift distribution generates more induced drag than a rectangular lift distribution. II. Induced drag increases with decreasing aspect ratio. Which of these statements about induced drag are correct or incorrect? I. An elliptical spanwise lift distribution generates less induced drag than a rectangular lift distribution. II. Induced drag decreases with decreasing aspect ratio. Which of these statements about induced drag are correct or incorrect? I. An rectangular spanwise lift distribution generates less induced drag than an elliptical lift distribution. II. Induced drag increases with increasing aspect ratio. Which of these statements about induced drag are correct or incorrect? I. An rectangular spanwise lift distribution generates more induced drag than an elliptical lift distribution. II. Induced drag decreases with increasing aspect ratio.

TAS is lower at the lower altitude. Decreasing sweepback decreases stall speed. Decreasing forward sweep decreases stall speed. Increasing forward sweep increases stall speed.

nose up (positive).

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

Which of these statements about induced drag are correct or incorrect? I. An rectangular spanwise lift distribution generates less induced drag than an elliptical lift distribution. II. Induced drag decreases with increasing aspect ratio. I is incorrect, II is correct. Which of these statements about induced drag are correct or incorrect? I. An rectangular spanwise lift distribution generates more induced drag than an elliptical lift distribution. II. Induced drag increases with increasing aspect ratio. I is correct, II is incorrect. Which of these statements about induced drag are correct or incorrect? I. Induced drag increases as angle of attack increases. II. At constant load factor, induced drag increases with increasing aeroplane mass. I is correct, II is correct. Which of these statements about induced drag are correct or incorrect? I. Induced drag decreases as angle of attack increases. II. At constant load factor, induced drag decreases with increasing aeroplane mass. Which of these statements about induced drag are correct or incorrect? I. Induced drag decreases as angle of attack increases. II. At constant load factor, induced drag increases with increasing aeroplane mass. Which statement about induced drag is correct? I. Induced drag increases as angle at attack increases. II. At constant load factor, induced drag decreases with increasing aeroplane mass. Which of these statements about induced drag are correct or incorrect? I. Induced drag increases as angle of attack decreases. II. At constant load factor, induced drag increases with decreasing aeroplane mass. Which of these statements about induced drag are correct or incorrect? I. Induced drag decreases as angle of attack decreases. II. At constant load factor, induced drag decreases with decreasing aeroplane mass.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

Which of these statements about induced drag are correct or incorrect? I. Induced drag increases as angle of attack decreases. II. At constant load factor, induced drag decreases with decreasing aeroplane mass.

I is incorrect, II is correct.

Which of these statements about induced drag are correct or incorrect? I. Induced drag decreases as angle of attack decreases. II. At constant load factor, induced drag increases with decreasing aeroplane mass. I is correct, II is incorrect. Which of these statements about flutter are correct or incorrect? I. Wing mounted engines extending ahead of the wing contribute to wing flutter suppression. II. Excessive free play or backlash reduces the speed at which control surface flutter occurs. I is correct, II is correct. Which of these statements about flutter are correct or incorrect? I. Moving the engines from the wing to the aft fuselage improves wing flutter suppression. II. Excessive free play or backlash increases the speed at which control surface flutter occurs. I is incorrect, II is incorrect. Which of these statements about flutter are correct or incorrect? I. Moving the engines from the wing to the fuselage improves wing flutter suppression. II. Excessive free play or backlash reduces the speed at which control surface flutter occurs. I is incorrect, II is correct. Which of these statements about flutter are correct or incorrect? I. Wing mounted engines extending ahead of the wing contribute to wing flutter suppression. II. Excessive free play or backlash increases the speed at which control surface flutter occurs. I is correct, II is incorrect. Which of these statements about flutter are correct or incorrect? I. Aero-elastic coupling affects flutter characteristics. II. The risk of flutter increases as IAS increases. I is correct, II is correct.

Which of these statements about flutter are correct or incorrect? I. Aero-elastic coupling does not affect flutter characteristics. II. Occurrence of flutter is independent of IAS. I is incorrect, II is incorrect. Which of these statements about flutter are correct or incorrect? I. Aero-elastic coupling does not affect flutter characteristics. II. The risk of flutter increases as IAS increases. I is incorrect, II is correct. Which of these statements about flutter are correct or incorrect? I. Aero-elastic coupling affects flutter characteristics. II. Occurrence of flutter is independent of IAS. I is correct, II is incorrect. Which of these statements about flutter are correct or incorrect? I. If flutter occurs, IAS should be reduced. II. Resistance to flutter increases with increasing wing stiffness. Which of these statements about flutter are correct or incorrect? I. If flutter occurs, IAS should be kept constant. II. Resistance to flutter increases with reducing wing stiffness. Which of these statements about flutter are correct or incorrect? I. If flutter occurs, IAS should be kept constant. II. Resistance to flutter increases with increasing wing stiffness. Which of these statements about flutter are correct or incorrect? I. If flutter occurs, IAS should be reduced. II. Resistance to flutter increases with reducing wing stiffness. As the stability of an aeroplane decreases:

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect. its manoeuvrability increases.

As the stability of an aeroplane increases: its manoeuvrability decreases. (For this question use annex 081-0025 issue date July 2006) Which line in the diagram illustrates an aeroplane with neutral static longitudinal stability at all angles of attack? Line 2. (For this question use annex 081-0025 issue date July 2006) Which line in the diagram represents decreasing positive static longitudinal stability at higher angles of attack? Line 3.

(For this question use annex 081-0025 issue date July 2006) Which line in the diagram represents an aeroplane with static longitudinal instability at all angles of attack? (For this question use annex 081-0025 issue date July 2006) Which statement is correct regarding the pitching moment coefficient Cm versus angle of attack diagram? (For this question use annex 081-0025 issue date July 2006) Which statement is correct regarding the pitching moment coefficient Cm versus angle of attack diagram? (For this question use annex 081-0025 issue date July 2006 Which statement is correct regarding the pitching moment coefficient Cm versus angle of attack diagram? (For this question use annex 081-0025 issue date July 2006) Which statement is correct regarding the pitching moment coefficient Cm versus angle of attack diagram? (For this question use annex 081-0026 issue date October 2006) Where on the curve in the diagram does the aeroplane exhibit static longitudinal instability? The elevator deflection required for a given manoeuvre will be: The elevator deflection required for a given manoeuvre will be: The elevator deflection required for a given manoeuvre will be:

Line 1. Line 1 shows an aeroplane with reducing static longitudinal instability at very high angles of attack. Line 4 shows an aeroplane with increasing static longitudinal stability at very high angles of attack.

Line 3 shows an aeroplane with reducing static longitudinal stability at high angles of attack. Line 3 shows an aeroplane with greater static longitudinal stability at low angles of attack than that shown in line 4.

Part 3. smaller at high IAS when compared to low IAS. larger at low IAS when compared to high IAS. smaller for a aft CG position when compared to an forward position.

For a given elevator deflection, aeroplane longitudinal manoeuvrability decreases when: the CG moves forward. Aeroplane manoeuvrability increases for a given control surface deflection when: IAS increases. Aeroplane manoeuvrability decreases for a given control surface deflection when: IAS decreases. increases longitudinal An aft CG shift: manoeuvrability. increases static longitudinal stability. decreases longitudinal manoeuvrability. the use of a low, rather than high, wing mounting.

A forward CG shift: A forward CG shift: Static lateral stability will be decreased by:

Static lateral stability will be decreased by: Static lateral stability will be increased by: Static lateral stability will be increased by: Static lateral stability will be increased by:

reducing wing sweepback. reducing wing anhedral. the use of a high, rather than low, wing mounting. increasing wing sweepback.

Which of these statements about the limiting value of 5 degrees bank angle during VMCA determination are correct or incorrect? I. As the bank angle is decreased from 5 degrees to 0 degrees, the value of VMCA increases. II. When the bank angle is increased beyond 5 degrees, there is an increasing risk of fin stall. I is correct, II is correct. Which of these statements about the limiting value of 5 degrees bank angle during VMCA determination are correct or incorrect? I. When the bank angle is decreased from 5 degrees to 0 degrees, the value of VMCA will remain approximately constant. II. At any bank angle above 5 degrees, VMCA will decrease correspondingly. I is incorrect, II is incorrect. Which of these statements about the limiting value of 5 degrees bank angle during VMCA determination are correct or incorrect? I. When the bank angle is decreased from 5 degrees to 0 degrees, the value of VMCA will remain approximately constant. II. When the bank angle is increased beyond 5 degrees, there is a increasing risk of fin stall. I is incorrect, II is correct. Which of these statements about the limiting value of 5 degrees bank angle during VMCA determination are correct or incorrect? I. As the bank angle is decreased from 5 degrees to 0 degrees, the value of VMCA increases. II. At any bank angle beyond 5 degrees, VMCA will decrease correspondingly. Which of these statements about the equilibrium of forces and moments at VMCA are correct or incorrect? I. Equilibrium of moments about the normal axis. is provided by rudder deflection. II. Equilibrium of forces along the lateral axis requires either bank angle or side slip or a combination of both.

I is correct, II is incorrect.

I is correct, II is correct.

Which of these statements about the equilibrium of forces and moments at VMCA are correct or incorrect? I. Because VMCA must be determined for the case where the critical engine suddenly fails, there is no need to obtain equilibrium of moments about the normal axis. II. Equilibrium of forces along the lateral axis does not require any side slip during a wings level condition. I is incorrect, II is incorrect. Which of these statements about the equilibrium of forces and moments at VMCA are correct or incorrect? I. Because VMCA must be determined for the case where the critical engine suddenly fails, there is no need to obtain equilibrium of moments about the normal axis. II. Equilibrium of forces along the lateral axis requires either bank angle or side slip or a combination of both. I is incorrect, II is correct. Which of these statements about the equilibrium of forces and moments at VMCA are correct or incorrect? I. Equilibrium of moments about the normal axis. is provided by rudder deflection. II. Equilibrium of forces along the lateral axis does not require any side slip during a wings level condition.

I is correct, II is incorrect.

During a glide with idle power and constant IAS, if the RPM lever of a constant speed propeller is pushed full forward from its decrease and the rate of normal cruise position, the propeller pitch will: descent will increase. Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which of these statements are correct or incorrect? I. When trimmed for zero elevator stick force an elevator trim tab causes more drag. II. A horizontal trimmable stabiliser enables a larger CG range. I is correct, II is correct. Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab which of these statements are correct or incorrect? I. When trimmed for zero elevator stick force a horizontal trimmable stabiliser causes more drag. II. An elevator trim tab enables a larger CG range. I is incorrect, II is incorrect.

Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which of these statements are correct or incorrect? I. When trimmed for zero elevator stick force a horizontal trimmable stabiliser causes more drag. II. A horizontal trimmable stabiliser enables a larger CG range. I is incorrect, II is correct. Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which of these statements are correct or incorrect? I. When trimmed for zero elevator stick force an elevator trim tab causes more drag. II. An elevator trim tab enables a larger CG range. Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which statement is correct? I. A trim tab is less suitable for jet transport aeroplanes because of their large speed range. II. A stabiliser trim is a more powerful means of trimming. Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which statement is correct? I. A stabiliser trim is less suitable for jet transport aeroplanes because of their large speed range. II. A trim tab is a more powerful means of trimming. Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which statement is correct? I. A stabiliser trim is less suitable for jet transport aeroplanes because of their large speed range. II. A stabiliser trim is a more powerful means of trimming. Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which statement is correct? I. A trim tab is less suitable for jet transport aeroplanes because of their large speed range. II. A trim tab is a more powerful means of trimming.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which of these statements are correct or incorrect? I. A stabiliser trim is more suitable to cope with the large trim changes generated by the high lift devices on most jet transport aeroplanes. II. A trim tab runaway causes less control difficulty. Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which of these statements are correct or incorrect? I. A elevator trim tab is more suitable to cope with the large trim changes generated by the high lift devices on most jet transport aeroplanes. II. A stabiliser trim runaway causes less control difficulty. Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which of these statements are correct or incorrect? I. A elevator trim tab is more suitable to cope with the large trim changes generated by the high lift devices on most jet transport aeroplanes. II. A trim tab runaway causes less control difficulty. Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which of these statements are correct or incorrect? I. A stabiliser trim is more suitable to cope with the large trim changes generated by the high lift devices on most jet transport aeroplanes. II. A stabiliser trim runaway causes less control difficulty. Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which of these statements are correct or incorrect? I. The effects of a stabiliser trim runaway are more serious. II. A jammed trim tab causes less control difficulty. Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which of these statements are correct or incorrect? I. The effects of a trim tab runaway are more serious. II. A jammed stabiliser trim causes less control difficulty.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which of these statements are correct or incorrect? I. The effects of a trim tab runaway are more serious. II. A jammed trim tab causes less control difficulty. I is incorrect, II is correct. Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which of these statements are correct or incorrect? I. The effects of a stabiliser trim runaway are more serious. II. A jammed stabiliser trim causes less control difficulty. I is correct, II is incorrect. (For this question use annex 081-0027 issue date July 2006) Which of these statements about the pitching The CG position is further moment coefficient versus angle of attack forward at line 4 when compared lines in the annex is correct? with line 1. (For this question use annex 081-0027 issue date July 2006) Which of these statements about the pitching The CG position is further aft at moment coefficient versus angle of attack line 1 when compared with line lines in the annex is correct? 4. (For this question use annex 081-0027 issue date July 2006) Which of these statements about the pitching moment coefficient versus angle of attack lines in the annex is correct? (For this question use annex 081-0027 issue date July 2006) Which of these statements about the pitching moment coefficient versus angle of attack lines in the annex is correct?

In its curved part at high angles of attack line 2 illustrates increasing static longitudinal stability. Static longitudinal stability is greater at line 4 when compared with line 3 at low and moderate angles of attack.

Which of these statements concerning flight in turbulence is correct?

VB is the design speed for maximum gust intensity. The load factor in turbulence may fluctuate above and below 1 and can even become negative.

Which of these statements concerning flight in turbulence is correct?

Which of these statements are correct or incorrect regarding a sideslip, with the relative airflow coming from the right, on an aeroplane that exhibits both directional and lateral stability? I. The initial tendency of the nose of the aeroplane is to move to the right. II. The initial tendency of the left wing is to move down. Which of these statements are correct or incorrect regarding a sideslip, with the relative airflow coming from the right, on an aeroplane that exhibits both directional and lateral stability? I. The initial tendency of the nose of the aeroplane is to move to the left. II. The initial tendency of the right wing is to move down. Which of these statements are correct or incorrect regarding a sideslip, with the relative airflow coming from the right, on an aeroplane that exhibits both directional and lateral stability? I. The initial tendency of the nose of the aeroplane is to move to the right. II. The initial tendency of the right wing is to move down. Which of these statements are correct or incorrect regarding a sideslip, with the relative airflow coming from the right, on an aeroplane that exhibits both directional and lateral stability? I. The initial tendency of the nose of the aeroplane is to move to the left. II. The initial tendency of the left wing is to move down. Which of these statements are correct or incorrect regarding a sideslip, with the relative airflow coming from the left, on an aeroplane that exhibits both directional and lateral stability? I. The initial tendency of the nose of the aeroplane is to move to the left. II. The initial tendency of the right wing is to move down. Which of these statements are correct or incorrect regarding a sideslip, with the relative airflow coming from the left, on an aeroplane that exhibits both directional and lateral stability? I. The initial tendency of the nose of the aeroplane is to move to the right. II. The initial tendency of the left wing is to move down.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, I is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

Which of these statements are correct or incorrect regarding a sideslip, with the relative airflow coming from the left, on an aeroplane that exhibits both directional and lateral stability? I. The initial tendency of the nose of the aeroplane is to move to the left. II. The initial tendency of the left wing is to move down. Which of these statements are correct or incorrect regarding a sideslip, with the relative airflow coming from the left, on an aeroplane that exhibits both directional and lateral stability? I. The initial tendency of the nose of the aeroplane is to move to the right. II. The initial tendency of the right wing is to move down. Assuming constant IAS, when an aeroplane enters ground effect: Assuming constant IAS, when an aeroplane enters ground effect: Assuming constant IAS, when an aeroplane enters ground effect: Assuming constant IAS, when an aeroplane leaves ground effect: Assuming constant IAS, when an aeroplane leaves ground effect: Assuming constant IAS, when an aeroplane leaves ground effect: Assuming constant IAS, when an aeroplane leaves ground effect: Which of these statements about wing sweepback are correct or incorrect? I. Increasing wing sweepback decreases Mcrit. II. Increasing wing sweepback increases the drag divergence Mach number. Which of these statements about wing sweepback are correct or incorrect? I. Increasing wing sweepback increases Mcrit. II. Increasing wing sweepback decreases the drag divergence Mach number. Which of these statements about wing sweepback are correct or incorrect? I. Increasing wing sweepback decreases Mcrit. II. Increasing wing sweepback decreases the drag divergence Mach number. Which of these statements about wing sweepback are correct or incorrect? I. Decreasing wing sweepback increases Mcrit. II. Decreasing wing sweepback increases the drag divergence Mach number.

I is correct, II is incorrect.

I is incorrect, I is correct. the induced angle of attack reduces. induced drag reduces. downwash reduces. the effective angle of attack decreases. the induced angle of attack increases. induced drag increases. downwash increases.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is incorrect.

Which of these statements about wing sweepback are correct or incorrect? I. Decreasing wing sweepback decreases Mcrit. II. Decreasing wing sweepback increases the drag divergence Mach number. I is correct, II is incorrect. Which of these statements about wing sweepback are correct or incorrect? I. Decreasing wing sweepback increases Mcrit. II. Decreasing wing sweepback decreases the drag divergence Mach number. I is incorrect, II is correct. Which of these statements about wing sweepback are correct or incorrect? I. Decreasing wing sweepback decreases Mcrit. II. Decreasing wing sweepback decreases the drag divergence Mach number. I is correct, II is correct.

Which of these statements about an oblique shock wave are correct or incorrect? I. The static temperature in front of an oblique shock wave is lower than behind it. II. The static pressure in front of an oblique shock wave is lower than behind it.

I is correct, II is correct.

Which of these statements about an oblique shock wave are correct or incorrect? I. The static temperature in front of an oblique shock wave is higher than behind it. II. The static pressure in front of an oblique shock wave is higher than behind it.

I is incorrect, II is incorrect.

Which of these statements about an oblique shock wave are correct or incorrect? I. The static temperature in front of an oblique shock wave is higher than behind it. II. The static pressure in front of an oblique shock wave is lower than behind it.

I is incorrect, II is correct.

Which of these statements about an oblique shock wave are correct or incorrect? I. The static temperature in front of an oblique shock wave is lower than behind it. II. The static pressure in front of an oblique shock wave is higher than behind it.

I is correct, II is incorrect.

Which of these statements about an oblique shock wave are correct or incorrect? I. The density in front of an oblique shock wave is lower than behind it. II. The total pressure in front of an oblique shock wave is higher than behind it. Which of these statements about an oblique shock wave are correct or incorrect? I. The density in front of an oblique shock wave is higher than behind it. II. The total pressure in front of an oblique shock wave is lower than behind it. Which of these statements about an oblique shock wave are correct or incorrect? I. The density in front of an oblique shock wave is higher than behind it. II. The total pressure in front of an oblique shock wave is higher than behind it. Which of these statements about an oblique shock wave are correct or incorrect? I. The density in front of an oblique shock wave is lower than behind it. II. The total pressure in front of an oblique shock wave is lower than behind it.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

Which of these statements about an oblique shock wave are correct or incorrect? I. The local speed of sound in front of an oblique shock wave is lower than behind it. II. The Mach number in front of an oblique shock wave is higher than behind it.

I is correct, II is correct.

Which of these statements about an oblique shock wave are correct or incorrect? I. The local speed of sound in front of an oblique shock wave is higher than behind it. II. The Mach number in front of an oblique shock wave is lower than behind it.

I is incorrect, II is incorrect.

Which of these statements about an oblique shock wave are correct or incorrect? I. The local speed of sound in front of an oblique shock wave is higher than behind it. II. The Mach number in front of an oblique shock wave is higher than behind it.

I is incorrect, II is correct.

Which of these statements about an oblique shock wave are correct or incorrect? I. The local speed of sound in front of an oblique shock wave is lower than behind it. II. The Mach number in front of an oblique shock wave is lower than behind it.

I is correct, II is incorrect.

Which of these statements about an oblique shock wave are correct or incorrect? I. The density behind an oblique shock wave is higher than in front of it. II. The local speed of sound behind an oblique shock wave is higher than in front of it. I is correct, II is correct.

Which of these statements about an oblique shock wave are correct or incorrect? I. The density behind an oblique shock wave is lower than in front of it. II. The local speed of sound behind an oblique shock wave is lower than in front of it. I is incorrect, II is incorrect. Which of these statements about an oblique shock wave are correct or incorrect? I. The density behind an oblique shock wave is lower than in front of it. II. The local speed of sound behind an oblique shock wave is higher than in front of it. I is incorrect, II is correct.

Which of these statements about an oblique shock wave are correct or incorrect? I. The density behind an oblique shock wave is higher than in front of it. II. The local speed of sound behind an oblique shock wave is lower than in front of it. I is correct, II is incorrect. Which of these statements about an oblique shock wave are correct or incorrect? I. The Mach number behind an oblique shock wave is lower than in front of it. II. The total pressure behind an oblique shock wave is lower than in front of it. I is correct, II is correct. Which of these statements about an oblique shock wave are correct or incorrect? I. The Mach number behind an oblique shock wave is higher than in front of it. II. The total pressure behind an oblique shock wave is higher than in front of it. I is incorrect, II is incorrect.

Which of these statements about an oblique shock wave are correct or incorrect? I. The Mach number behind an oblique shock wave is higher than in front of it. II. The total pressure behind an oblique shock wave is lower than in front of it. I is incorrect, II is correct. Which of these statements about an oblique shock wave are correct or incorrect? I. The Mach number behind an oblique shock wave is lower than in front of it. II. The total pressure behind an oblique shock wave is higher than in front of it. I is correct, II is incorrect.

Which of these statements about an oblique shock wave are correct or incorrect? I. The static temperature behind an oblique shock wave is higher than in front of it. II. The static pressure behind an oblique shock wave is higher than in front of it.

I is correct, II is correct.

Which of these statements about an oblique shock wave are correct or incorrect? I. The static temperature behind an oblique shock wave is lower than in front of it. II. The static pressure behind an oblique shock wave is lower than in front of it.

I is incorrect, II is incorrect.

Which of these statements about an oblique shock wave are correct or incorrect? I. The static temperature behind an oblique shock wave is lower than in front of it. II. The static pressure behind an oblique shock wave is higher than in front of it.

I is incorrect, II is correct.

Which of these statements about an oblique shock wave are correct or incorrect? I. The static temperature behind an oblique shock wave is higher than in front of it. II. The static pressure behind an oblique shock wave is lower than in front of it. I is correct, II is incorrect. Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the mass decreases, the gust load factor increases. II. When the altitude decreases, the gust load factor increases. I is correct, II is correct.

Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the mass increases, the gust load factor increases. II. When the altitude increases, the gust load factor increases. Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the mass increases, the gust load factor decreases. II. When the altitude increases, the gust load factor decreases. Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the mass decreases, the gust load factor decreases. II. When the altitude decreases, the gust load factor decreases. Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the mass decreases, the gust load factor decreases. II. When the altitude increases, the gust load factor decreases. Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the mass increases, the gust load factor decreases. II. When the altitude decreases, the gust load factor decreases. Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the slope of the lift versus angle of attack curve increases, the gust load factor increases. II. When the wing loading increases, the gust load factor decreases. Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the slope of the lift versus angle of attack curve increases, the gust load factor decreases. II. When the wing loading increases, the gust load factor increases.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the slope of the lift versus angle of attack curve increases, the gust load factor decreases. II. When the wing loading increases, the gust load factor decreases. Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the slope of the lift versus angle of attack curve increases, the gust load factor increases. II. When the wing loading increases, the gust load factor increases. Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the slope of the lift versus angle of attack curve decreases, the gust load factor decreases. II. When the wing loading decreases, the gust load factor increases. Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the slope of the lift versus angle of attack curve decreases, the gust load factor increases. II. When the wing loading decreases, the gust load factor decreases. Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the slope of the lift versus angle of attack curve decreases, the gust load factor increases. II. When the wing loading decreases, the gust load factor increases. Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the slope of the lift curve versus angle of attack curve decreases, the gust load factor decreases. II. When the wing loading decreases, the gust load factor decreases. Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the wing area increases, the gust load factor increases. II. When the EAS increases, the gust load factor increases.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the wing area increases, the gust load factor decreases. II. When the EAS increases, the gust load factor decreases. Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the wing area increases, the gust load factor decreases. II. When the EAS increases, the gust load factor increases. Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the wing area increases, the gust load factor increases. II. When the EAS increases, the gust load factor decreases. Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the wing area decreases, the gust load factor decreases. II. When the EAS decreases, the gust load factor decreases. Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the wing area decreases, the gust load factor increases. II. When the EAS decreases, the gust load factor increases. Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the wing area decreases, the gust load factor increases. II. When the EAS decreases, the gust load factor decreases. Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the wing area decreases, the gust load factor decreases. II. When the EAS decreases, the gust load factor increases.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

Which of these statements about the strength of wing tip vortices are correct or incorrect? I. Assuming no flow separation, the strength of wing tip vortices is not affected by angle of attack. II. The strength of wing tip vortices increases as the aspect ratio increases. I is incorrect, II is incorrect. Which of these statements about the strength of wing tip vortices are correct or incorrect? I. Assuming no flow separation, the strength of wing tip vortices is not affected by angle of attack. II. The strength of wing tip vortices is not affected by aspect ratio. I is incorrect, II is incorrect. Which of these statements about the strength of wing tip vortices are correct or incorrect? I. Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack decreases. II. The strength of wing tip vortices increases as the aspect ratio decreases. I is correct, II is correct. Which of these statements about the strength of wing tip vortices are correct or incorrect? I. Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack decreases. II. The strength of wing tip vortices increases as the aspect ratio decreases. I is incorrect, II is correct. Which of these statements about the strength of wing tip vortices are correct or incorrect? I. Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack decreases. II. The strength of wing tip vortices increases as the aspect ratio increases. I is correct, II is incorrect. Which of these statements about the strength of wing tip vortices are correct or incorrect? I. Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack decreases. II. The strength of wing tip vortices increases as the aspect ratio increases. I is incorrect, II is incorrect. Which of these statements about the strength of wing tip vortices are correct or incorrect? I. Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack increases. II. The strength of wing tip vortices is not affected by aspect ratio. I is correct, II is incorrect.

Which of these statements about the strength of wing tip vortices are correct or incorrect? I. Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack decreases. II. The strength of wing tip vortices is not affected by aspect ratio. I is correct, II is incorrect. Which of these statements about the strength of wing tip vortices are correct or incorrect? I. Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack decreases. II. The strength of wing tip vortices is not affected by aspect ratio decreases. I is incorrect, II is incorrect. Which of these statements about the strength of wing tip vortices are correct or incorrect? I. Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack increases. II. The strength of wing tip vortices decreases as the aspect ratio increases. I is correct, II is correct. Which of these statements about the strength of wing tip vortices are correct or incorrect? I. Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack increases. II. The strength of wing tip vortices decreases as the aspect ratio increases. I is incorrect, II is correct. Which of these statements about the strength of wing tip vortices are correct or incorrect? I. Assuming no flow separation, the strength of wing tip vortices is not affected by the angle of attack. II. The strength of wing tip vortices decreases as the aspect ratio increases. I is incorrect, II is correct. Which of these statements about the strength of wing tip vortices are correct or incorrect? I. Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack decreases. II. The strength of wing tip vortices decreases as the aspect ratio increases. I is correct, II is correct. Which of these statements about the strength of wing tip vortices are correct or incorrect? I. Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack decreases. II. The strength of wing tip vortices decreases as the aspect ratio increases. I is incorrect, II is correct.

Which of these statements about the strength of wing tip vortices are correct or incorrect? I. Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack increases. II. The strength of wing tip vortices decreases as the aspect ratio decreases. I is correct, II is incorrect. Which of these statements about the strength of wing tip vortices are correct or incorrect? I. Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack increases. II. The strength of wing tip vortices decreases as the aspect ratio decreases. I is incorrect, II is incorrect. Which of these statements about the strength of wing tip vortices are correct or incorrect? I. Assuming no flow separation, the strength of wing tip vortices is not affected by angle of attack. II. The strength of wing tip vortices decreases as the aspect ratio decreases. I is incorrect, II is incorrect. Which of these statements about the strength of wing tip vortices are correct or incorrect? I. Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack decreases. II. The strength of wing tip vortices decreases as the aspect ratio decreases. I is correct, II is incorrect. Which of these statements about the strength of wing tip vortices are correct or incorrect? I. Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack decreases. II. The strength of wing tip vortices decreases as the aspect ratio decreases. Upon wing spoiler extension in straight and level flight, if the speed and load factor remain constant: Upon wing spoiler extension in straight and level flight, if the speed and load factor remain constant: Assuming no flow separation, which of these statements about the flow around an aerofoil as the angle of attack increases are correct or incorrect? I. The stagnation point moves up. II. The point of lowest static pressure moves aft.

I is incorrect, II is incorrect. CD increases but CL remains unaffected. drag increases but lift remains unaffected.

I is incorrect, II is incorrect.

Assuming no flow separation, which of these statements about the flow around an aerofoil as the angle of attack increases are correct or incorrect? I. The stagnation point moves up. II. The point of lowest static pressure moves forward. Assuming no flow separation, which of these statements about the flow around an aerofoil as the angle of attack increases are correct or incorrect? I. The stagnation point moves down. II. The point of lowest static pressure moves aft. Assuming no flow separation, which of these statements about the flow around an aerofoil as the angle of attack decreases are correct or incorrect? I. The stagnation point moves down. II. The point of lowest static pressure moves forward. Assuming no flow separation, which of these statements about the flow around an aerofoil as the angle of attack decreases are correct or incorrect? I. The stagnation point moves up. II. The point of lowest static pressure moves aft. Assuming no flow separation, which of these statements about the flow around an aerofoil as the angle of attack decreases are correct or incorrect? I. The stagnation point moves down. II. The point of lowest static pressure moves aft. Assuming no flow separation, which of these statements about the flow around an aerofoil as the angle of attack decreases are correct or incorrect? I. The stagnation point moves up. II. The point of lowest static pressure moves forward. Which of these statements about VMCG determination are correct or incorrect? I. VMCG may be determined using both lateral and directional control. II. During VMCG determination, the lateral deviation from the runway centreline may be not more than half the distance between the runway centreline and runway edge.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

Which of these statements about VMCG determination are correct or incorrect? I. VMCG must be determined using rudder control alone. II. During VMCG determination, the lateral deviation from the runway centreline may be not more than half the distance between centreline and runway edge. Which of these statements about VMCG determination are correct or incorrect? I. VMCG may be determined using both lateral and directional control. II. During VMCG determination, the lateral deviation from the runway centreline may be not more than 30 ft. Which of these statements about VMCG determination are correct or incorrect? I. In order to simulate a wet runway, nose wheel steering may not be used during VMCG determination. II. During VMCG determination, the CG should be on the aft limit. Which of these statements about VMCG determination are correct or incorrect? I. During VMCG determination, nose wheel steering may be used. II. During VMCG determination, the CG should be on the forward limit. Which of these statements about VMCG determination are correct or incorrect? I. In order to simulate a wet runway, nose wheel steering may not be used during VMCG determination. II. During VMCG determination, the CG should be on the forward limit. Which of these statements about VMCG determination are correct or incorrect? I. During VMCG determination, nose wheel steering may be used. II. During VMCG determination, the CG should be on the aft limit.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

rponseB bottom surface and the horizontal.

rponseC rponseD bottom surface and the relative bottom surface and the airflow. chord line.

variability

I is incorrect, II is incorrect. (I) kg / m, (II) kg. (I) N / m, (II) kg / m.

I is correct, II is incorrect. (I) N / m, (II) N. (I) kg / m, (II) N / m.

I is incorrect, II is correct. (I) N / kg, (II) kg. (I) N / m, (II) kg.

m=F*a

a=F*m only perpendicular to the only in the direction of the flow. direction of the flow. a certain mass of air is accelerated in its flow direction.

F=m/a only in the direction of the total pressure.

increase the mass flow. Dynamic pressure decreases as static pressure decreases.

a symmetrical aerofoil is placed in a high velocity air a certain mass of air is stream at zero angle of attack. retarded. increase the mass flow when the tube is divergent in the not affect the mass flow. direction of the flow. Dynamic pressure is Total pressure is zero when maximum in the stagnation the flow velocity is zero. point. increase initially, then decrease.

increase.

not change.

pt = ps - q

pt = ps / q The turbulent boundary layer The turbulent boundary layer is The turbulent boundary layer will separate more easily thinner than the laminar gives a lower skin friction than than the laminar boundary boundary layer. the laminar boundary layer. layer.

pt = q - ps

upper surface near the leading lower surface near the trailing edge. edge.

lower surface near the leading edge.

at the origin. the chord line of the aerofoil and the fuselage centreline.

below the origin. nowhere. the fuselage centreline and the the chord line and the free stream direction. camber line of the aerofoil. same as the angle between chord line and fuselage axis.

glide path angle.

climb path angle.

glide angle.

angle of attack.

flight path angle.

I is incorrect, II is incorrect. changes of lift due to variations in angle of attack are constant. combination of fuselage bending and wing torsion.

I is incorrect, II is correct.

aerodynamic forces are constant. combination roll control reversal and low speed stall. is caused by extension of never occurs, since a swept trailing edge lift augmentation wing is a "remedy" to pitch up. devices. boundary layer separation at the wing tip of a forward swept wing tip vortices on high wing. aspect ratio wings.

I is correct, II is incorrect. the aeroplane's lateral axis intersects with the centre of gravity. aerodynamic wing stall at high speed. is caused by boundary layer fences mounted on the wings.

dihedral effect.

W * (1-sin gamma).

W * (1-tan gamma).

W / cos gamma.

0.74 1.49 parasite drag equals twice the induced drag. induced drag is equal to zero.

2.49 induced drag is lowest.

zero. .moves aft by approximately 10% of the chord.

maximum.

nose up (positive).

does not move.

moves slightly forward.

maximum.

nose up (positive).

nose down (negative).

1.09

2.0

3.18

x 2.0

x 0.5 for the same CL, the angle of attack must be reduced. elevator deflection, static pressure. is lower in ground run than in flight (with constant engine RPM).

x 4.0 at the same angle of attack, CL remains unaffected. stabiliser position, total pressure. is always positive during idling descent.

the CLMAX is not affected. stabiliser position, static pressure. decreases when the aeroplane speed decreases (with constant engine RPM).

To ensure the angle of attack is greatest at the tip.

To ensure that the root produces most thrust.

To ensure that the tip produces most thrust. have more blade surface area than a fixed-pitch propeller. negative dihedral effect.

have a higher maximum produce a relatively higher propeller efficiency than a fixed- thrust than a fixed-pitch pitch propeller. propeller. no effect. destabilising dihedral effect.

0.9.

0.45.

1.9.

130%. L = W.

169%. L = CL * 2rho * V * S.

77%. L = n * W.

3000 m. The highest value of the lift/drag ratio is reached when the lift is zero.

1190 m.

23800 m. The highest value of the lift/drag ratio is reached The lift/drag ratio always when the lift is equal to the increases as the lift decreases. aeroplane weight. longitudinal axis. a roll to the right.

chord line. horizon. a decrease in relative airspeed an increase in lift on the left on the right wing. wing.

It varies between aeroplane types.

Di/Dp = 2.

Di/Dp = 1/2.

D= CD * 2 * rho * V * S.

D= CD * rho * V * S.

D= CD / ( rho * V * S). square of the angle of attack.

speed.

angle of attack.

(i) 1/4 (ii) 2. It increases because increasing aspect ratio increases frontal area. (1) increases and (2) increases.

(i) 1/2 (ii) 1/16. It is unaffected because there is no relation between aspect ratio and induced drag. (1) decreases and (2) decreases.

(i) 4 (ii) 1/2. It increases because increasing aspect ratio produces greater downwash. (1) increases and (2) decreases.

Rectangular.

Tapered.

Circular.

V.

V.

1/V.

outside air temperature. interference of the air stream between wing and fuselage. change the turbulent boundary layer into a laminar boundary layer.

altitude. separation of the boundary layer over the wing. reduce the spanwise flow on swept wing.

engine thrust. propeller wash blowing across the wing. take kinetic energy out of the boundary layer to reduce separation.

Decreases. Mach buffet characteristics. increase thrust/power and keep angle of attack unchanged.

Increases. Dutch roll characteristics. increase thrust/power and decrease angle of attack.

Initially increases, then decreases. lift coefficient of the trailing edge flap. increase angle of attack and keep thrust/power unchanged. downwards because it is always negative regardless of the position of the centre of gravity.

upwards.

zero because in steady flight all loads are in equilibrium.

No elevator deflection be will required because the thrust The elevator must be deflected line of the engines remains upwards. unchanged.

The amount of elevator deflection is independent of CG location.

aft CG and idle thrust.

forward CG and take-off thrust. aft CG and take-off thrust. upwards or downwards depending on elevator deflection. not be affected because the situation is normal.

zero. be difficult to control.

downwards. fly a path with a constant curvature.

fully down and the CG is fully up and the CG is fully forward. aft. vertical axis. lateral axis. nose of the aeroplane will remain in the same direction.

up and the CG is fully aft. wing axis. nose of the aeroplane tends to move to the left.

right wing tends to go down.

Maintaining a steady speed above the trim speed requires a pull force. (1) forward CG movement (2) trimming the aeroplane nose up.

Aeroplane nose up trim decreases the stick force stability. (1) aft CG movement (2) aft CG movement.

Stick force stability is not affected by trim. (1) trimming the aeroplane nose up (2) trimming the aeroplane nose up.

375 N. aft of the neutral point of the aeroplane. maximum longitudinal stability of the aeroplane. centre of gravity is located in front of the leading edge of the wing. the initial tendency is to diverge further from its equilibrium condition. statically unstable dynamically stable.

450 N. at the neutral point of the aeroplane.

150 N. between the aft limit and the neutral point of the aeroplane. inability to achieve maximum rotation rate during take-off. aeroplane possesses a large trim speed range. the tendency is to move with an oscillatory motion of increasing amplitude.

maximum elevator deflection. wing surface is greater than the horizontal tail surface. the tendency is to move with an oscillatory motion of decreasing amplitude. statically stable - dynamically unstable.

statically unstable dynamically neutral. Damping of the short period Speed remains constant during Period time of the phugoid is oscillation is normally very one period of the phugoid. normally 5 s. weak. unstable movement of the oscillation about the normal oscillation about the aeroplane, induced by the axis. longitudinal axis. pilot. is always dynamically is always dynamically stable. is never dynamically stable. unstable. sometimes dynamically always dynamically stable. sometimes dynamically stable. unstable. a large deflection range of the stabiliser trim. a small CG range. an effective elevator. nose up pitching tendency as nose down pitching tendency speed is increased in the shaking of the control column when the control column is transonic range. at high Mach number. pulled rearwards. low Mach numbers. all Mach numbers. only at low altitudes.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

2, 4. Dihedral. speed is low. 1: positive, 2: negative, 3: negative. The effects of static lateral and static directional stability are completely independent of each other because they take place about different axes. Pitching and yawing.

1, 4. High wing. CG position is on the forward CG limit. 1: negative, 2: positive, 3: positive.

2, 3. Increased wing span. flaps are down. 1: no effect, 2: positive, 3: negative.

An aeroplane with an excessive static directional stability in relation to its static Static directional stability can lateral stability, will be prone to be increased by installing "Dutch roll". more powerful engines. Pitching and rolling. Pitching and adverse yaw.

M = 0.72 to M > 0.84. no pitching moment. A straight wing aeroplane always needs a Mach trimmer for flying at Mach numbers close to MMO. Roll spoilers. Flutter.

M = 0.65 to M > 0.84. a nose up pitching moment. A Mach trimmer reduces the stick force stability of a straight wing aeroplane to zero at high Mach numbers. Spoiler mixer. Spiral dive.

M = 0.74 to M = 0.84. a force which reduces drag. The Mach trimmer corrects the natural tendency of a swept wing aeroplane to pitch up. Rudder limiter. Buffeting.

(1) decreases (2) decreases.

(1) increases (2) increases.

(1) increases (2) decreases.

I is incorrect, II is incorrect. Increasing sweepback decreases stall speed.

I is incorrect, II is correct. Increasing wing anhedral decreases stall speed.

I is correct, II is incorrect. Decreasing wing anhedral decreases stall speed.

An aeroplane is prone to spin when the stall starts at the wing root. the control stick is moved side ways, against the angle of bank.

In the spin, airspeed continuously increases. the control stick is moved side ways, in the direction of the angle of bank.

Every aeroplane should be designed such that it can never enter a spin. the control stick is pulled to the most aft position.

Buffeting is the result of tailplane flow separation. Stick pusher.

The nose down effect is the The horizontal tail will stall at result of increasing downwash, a higher speed than the due to flow separation. wing. Stall warning light only. Aural warning only.

centre of pressure. Straight wings and a T-tail.

centre of gravity. Swept-back wings and wingmounted engines.

point of lowest pressure. Straight wings and aft, fuselage-mounted engines.

nose down tendency. pushes the elevator control forward prior to stick shaker activation.

increase in sensitivity of elevator inputs.

vibrates the elevator control.

tendency to increase speed after initial stall. pushes the elevator control to avoid a stall at a negative load factor. pitch down and increase in speed.

pitch down and yaw.

distinct aerodynamic buffet.

19%.

52%. n smaller than 1, VS higher n smaller than 1, VS lower n greater than 1, VS lower than than in straight and level than in straight and level flight. in straight and level flight. flight. an unaffected wing area and increase in camber. an unaffected CD, at a given angle of attack. an increase in wing area only. first decrease and then increase. vary as the square of IAS. increase the critical angle of attack and decrease the value of CLMAX. Deploying a Krueger flap will increase critical angle of attack, deploying a slat does not. Single slotted flap. just turn down. increasing the critical angle of attack.

31%.

eventually increase. decrease. increase the critical angle of attack and increase the value of CLMAX. Deploying a Krueger flap will form a slot, deploying a slat does not. Split flap. turn down, then move aft.

eventually decrease. remain the same. decrease the critical angle of attack and decrease the value of CLMAX. Deploying a slat will increase critical angle of attack, deploying a Krueger flap does not. Plain flap. just move aft. increasing only the camber of the aerofoil.

decreasing the skin friction.

decreased.

held constant.

allow space for vibration of the slat. reduce the wing loading.

increased or decreased depending upon the type of flap. slow the airflow in the slot so that more pressure is created under the wing.

1, 3, 2.

2, 1, 3.

2, 3, 1.

The slats. Because SLATS EXTENDED provides a better view from the cockpit than FLAPS EXTENDED. CL decreases but CD remains unaffected.

Flaps from 0 to 15. Because VMCA with SLATS EXTENDED is more favourable compared with the FLAPS EXTENDED situation. both CL and CD increase.

Flaps from 15 to 30. Because FLAPS EXTENDED gives a large decrease in stall speed with relatively less drag. CD increases but CL remains unaffected.

increase and the rate of descent will increase.

decrease and the rate of descent will decrease.

decrease and the rate of descent will increase.

increase and the rate of descent will decrease. the thrust and the maximum thrust.

increase and the rate of descent will increase. the usable (power available) power and the maximum power.

decrease and the rate of descent will decrease. the thermal power of fuelflow and shaft power.

(1) is equal to (2). the propeller produces an optimal windmilling RPM.

(2) is larger than (1). the windmilling RPM is the maximum.

impossible to say which one is largest. the RPM is then just sufficient to lubricate the engine.

pitch the aeroplane nose down. roll the aeroplane to the right. high speed. large angles of yaw.

pitch the aeroplane nose up. large angles of climb.

roll the aeroplane to the left.

roll the aeroplane to the yaw the aeroplane to the right. right.

VMO.

VA.

MD.

It remains constant at lower altitudes but decreases at higher altitudes due to It remains constant. compressibility effects. The values of the Mach number at which low speed The values of MMO and VMO and shock stall occur at at different masses and The values of Mcrit at different different masses and altitudes. masses and altitudes. altitudes. the critical angle of attack is Mach buffet occurs. shock stall occurs. reached. It increases with increasing altitude, because the density decreases.

(1) thick and (2) small. Accelerated stall. on the lower surface of the wing. an increase in speed and a tendency to pitch up. a shock stall.

(1) thin and (2) large. Low speed stall.

(1) thin and (2) small. Deep stall. somewhere on the horizontal tail. buffeting of the aeroplane and a tendency to pitch up. a low speed stall. high speed buffet will occur immediately after exceeding this maximum altitude.

somewhere on the fin. engine unbalance and buffeting.

an accelerated stall. use of normal manoeuvring bank angles may cause the turbulence may cause the limit limit load factor to be load factor to be exceeded. exceeded. to a position near the leading edge. decrease the span wise flow at high Mach numbers.

forward. increase the critical Mach number. increase wave drag.

to a position near the trailing edge. increase the magnitude of the shock wave. decrease critical Mach increase critical Mach number. number. results from flow separation at the underside of the aerofoil.

results from flow separation behind the bow wave.

occurs as soon as Mcrit is exceeded.

TAS.

IAS.

CAS.

Dutch roll.

Speed instability.

Elevator stall.

Tuck under. keep the Mach number automatically constant. Dutch roll.

Mach buffet. pump the fuel from tank to tank, depending on the Mach number. buffeting.

Shock stall. adjust the elevator trim tab, depending on the Mach number. shock stall.

buffet. vortex generators. outside a conical zone, dependent on the Mach number. behind the shock wave pressure is lower. EAS. M = a / TAS.

a shock wave. control surface deflection.

supersonic flow. dihedral of the wings.

in front of the aeroplane.

very weak and negligible. aileron deflection only aileron down deflection moves affects the air in front of the the shock wave forward. shock wave. TAS. IAS. M = TAS * a. M = IAS / a.

first increase, then decrease. density.

increase. pressure.

remain constant. humidity.

a pitch down input of the elevator or the stabiliser.

no pitch control input.

a higher IAS to compensate the nose down effect.

increased angle of attack.

increased interference drag. The static temperature The static pressure decreases. decreases. a free stream Mach number a free stream Mach number just below M = 1. exactly equal to 1. positive cambering of the thin aerofoils and dihedral of aerofoil and sweepback of the the wing. wing.

increased skin friction. The velocity increases. the critical Mach number. thick aerofoils and dihedral of the wing.

VNE.

VD.

MMO.

VA > VS * SQRT(2.5). 4.36% reduction. manoeuvring ultimate load factor.

VA <= VS * SQRT(2.5). No change

VA < VS * SQRT(2.5).

19% reduction. manoeuvring flap limit load gust load factor at 66 ft/s gust. factor.

VC.

It may break if the elevator is fully deflected upwards. 4.4.

Vflutter. VMO. It may suffer permanent deformation because the flight is performed at too large It will collapse if a turn is dynamic pressure. made. 3.75. 6.

increase in weight. decrease of CLMAX and decrease of drag. the upper and lower surfaces on the rear of the wing.

increase in drag. increase of CLMAX and increase of drag. the upper and lower rudder surfaces.

blocking of control surfaces. increase of CLMAX and decrease of drag. the pitot and static probes only.

9.

6.

1.5.

the specific mass of the body.

the weight of the body.

the CG location of the body.

4.

8.

12.

4. the CG location.

8. the point of maximum thickness of the wing. shift aft until approaching the critical angle of attack. kg/cm. lb/gal. a turbulent flow around the wing.

1.4. the suction point of the wing.

not shift. psi. kg/m. created by the normal shock wave at transonic speeds.

shift in spanwise direction. bar. bar/dm.

caused by suction on the upper wing surface. the temperature varies the vortices are weak. the velocity is constant. constantly. measured at a small hole in static pressure minus dynamic a surface, parallel to the pressure. rho V. local stream. is the pressure in a point at increases in a flow in a tube is the total pressure plus the which the velocity has become when the diameter dynamic pressure. zero. decreases. are normal to each other at just one angle of attack. increases, proportional to the angle of attack until 40 degrees. camber. are proportional to each other, independent of angle of attack. is mainly caused by overpressure at the underside of the aerofoil. meters. vary linearly with the angle of attack. is maximum at an angle of attack of 2 degrees. degrees cross section tail angle. a graph, in which the thickness of the wing aerofoil is given as a function of the chord.

a graph of the relation between the relation between the the lift coefficient and the angle horizontal and the vertical of attack. speed.

wing span and the root chord.

tip chord and the wing span.

chord and root chord.

the leading edge of the wing and the lateral axis. increases as the aspect ratio increases.

the quarter-chord line of the wing and the normal axis. has no relation to the lift coefficient.

the quarter-chord line of the wing and the lateral axis. increases as the magnitude of the tip vortices decreases.

lift coefficient and the drag.

stall speed. IAS of the aeroplane and the TAS of the aeroplane and the speed of sound of the speed of sound at sea level. undisturbed flow. across which the temperature across which the pressure drops suddenly. drops suddenly. aerodynamic centre of the neutral point of the aeroplane. wing. is particularly applied on is the only way of ensuring aeroplanes with high mounted static lateral stability. wings. a higher than normal stick force during normal take off an increase in static rotation. longitudinal stability. neutral. is required to keep the total lift constant when ailerons are deflected. Left aileron: 2 up. Right aileron: 5 down. nose up.

lift and the drag. IAS of the aeroplane and the speed of sound at sea level. that is always normal to the surface. centre of pressure of the wing. does not affect static lateral stability. improved spin recovery characteristics. nose left. is required to achieve the required roll rate. Left aileron: 2 down. Right aileron: 5 up. the total boundary layer becomes laminar. increasing load factor.

increases the CLMAX. Left aileron: 5 down. Right aileron: 2 up.

the lift coefficient and the drag coefficient increase. the stall speed increases. increasing altitude. increasing air density.

the load factor of A is greater than that of B. The propeller system keeps the aeroplane speed constant. increase with decreasing temperature. decrease the minimum glide angle.

the turn radius of A is greater than that of B. The RPM decreases with increasing aeroplane speed. increase with increasing air density. increase CLMAX.

the lift coefficient of A is less than that of B. The selected RPM is kept constant by the manifold pressure. decrease with increasing speed. increase sensitivity to turbulence.

more right rudder.

less right bank.

a higher turn-rate.

a larger turn radius.

a smaller turn radius.

a higher rate of turn.

turn indicator neutral, slip "ball" turn indicator left of neutral, left of neutral. slip "ball" left of neutral. weight. load factor. The flows on the upper and Tip vortices can be diminished lower surfaces of the wing are by vortex generators. both in wing tip direction. the speed at which a heavy the maximum speed at which transport aeroplane should fly rolls are allowed. in turbulence. should be chosen in between is equal to the design speed VC and VD. for maximum gust intensity. the maximum operating temperature is reached. the angle between the aeroplane flight path and the horizon. Square root of wing area, density and wing loading. increases if the CG is moved forward. CL has approximately the same value as CD.

turn indicator left of neutral, slip "ball" neutral. wind. Tip vortices and induced drag decrease with increasing angle of attack. the speed that should not be exceeded in the climb. should not be less than VD. an area of local supersonic flow exists on the lower surface.

a shock wave appears on the upper surface. the angle formed by the longitudinal axis of the aeroplane and the chord line of the angle for maximum the wing. lift/drag ratio. Total pressure and wing area only. decreases if the CG is moved aft. CL is lower than CD.

Angle of attack, aspect ratio and dynamic pressure. changes with an increase in gross weight. CL is much lower than CD. For an asymmetrical aerofoil section with positive camber, if the angle of attack is greater than zero, Cl is zero. drag coefficient Cd and angle of attack.

For a symmetrical aerofoil For an asymmetrical aerofoil section, if the angle of attack is section, if the angle of attack is zero, Cl is not zero. zero, Cl is zero. angle of attack and lift TAS and stall speed. coefficient Cl.

the chord of a large rectangular wing.

the average chord of the actual aeroplane. lower surface via the trailing upper surface via the trailing edge to the upper wing edge to the lower wing surface. surface.

there is no relationship. decreases gust load. Decreases with decreasing speed and decreasing mass. The wing downwash on the tail surfaces increases.

the wing area divided by the wing span. upper surface via the leading edge to the lower wing surface. an increase in the aspect induced drag = 1.3 aspect ratio ratio increases the induced value. drag. increases stall speed. increases induced drag. Increases with increasing speed and decreasing mass. The wing tip vortices increase in strength. Increases with increasing speed and increasing mass. The thrust required will increase significantly.

friction drag will be equal in both types of layers. the boundary layer gets thinner and the mean speed increases. decreases with an increased weight.

separation point will occur earlier in the turbulent layer. the boundary layer gets the mean speed increases and thicker and the mean speed the friction drag decreases. decreases. increases with the length of does not depend on weight. the wingspan. remains constant until the initially remains constant but at remains constant regardless of tropopause but at higher higher altitudes decreases. altitude. altitudes increases. increases linearly with the load increases inversely with the increases with the square of factor. load factor. the load factor. 1.07. increase the zero lift angle of attack. decrease CLMAX. 1.30. 2.00.

friction drag is lower in the turbulent layer.

reduce tip vortices.

lift is equal to weight. It decreases as pressure increases.

significantly increase the angle of attack for maximum lift. significantly lower the drag. not affect critical angle of decrease drag. attack. decrease the energy in the create gaps between leading boundary layer on the edge and engine nacelles. upperside of the wing. drag is less than the sum of the forces in the direction of lift is less than drag. flight. It decreases as altitude decreases.

It remains constant.

extend the flaps to the first selection. wing root stall will occur first, which produces a rolling moment.

fly at a higher Mach number.

fly at a larger angle of attack.

tip stall will occur first, which leading edge stall will occur produces a nose-down pitching first, which produces a nosemoment. down pitching moment.

the speed at which unrestricted application of elevator control can be used, without the maximum speed in smooth exceeding the maximum just another symbol for the air. manoeuvring limit load factor. rough air speed. The wind and weight together with power loading, which is the ratio of power output to the weight. Watt. CL and S (wing surface).

The wind and the aeroplane's mass. Pascal. CL and CD.

The wind and CLMAX. Joule. CL and b (wing span).

at which there is supersonic at which there is subsonic flow flow over a part of the over all parts of the aeroplane. aeroplane.

at which the aeroplane has zero buffet margin.

is thinner. increased drag due to shock wave formation. a decrease in the critical Mach number.

has a lower skin friction drag.

has less energy. compressibility effects on the stabiliser. a decrease in stall speed. The airflow expands when passing the aerofoil. increasing induced drag and decreasing critical angle of attack. Elliptical wing.

uncontrolled changes in stabiliser setting. an increase in longitudinal stability. The airflow changes from The airflow changes direction. subsonic to supersonic. increasing lift and critical angle of attack. increasing lift and drag. Straight wings. Wing dihedral.

the chord line.

the mean aerodynamic chord line. an elevator trim is more suitable for aeroplanes with a large CG range.

the upper camber line. an elevator trim is able to compensate larger changes in pitching moments.

a stabiliser trim is more sensitive to flutter.

91 kt. At low IAS it behaves like a servo tab. Horn balanced controls. flaps. kgm/s. the laminar part of the boundary layer gets thicker. velocity and RPM increase.

78 kt.

57 kt.

At high IAS it behaves like a Its main purpose is to fixed extension of the elevator. increase stick force per g. Anti-balanced rudder control. spoilers. Pa/m. Servo tabs. fuselage-mounted speed brakes. N/m.

it decelerates the upper it changes the camber of the surface boundary layer air. wing. forward velocity increases and RPM decreases. velocity and RPM decrease.

60000 N. Weight/Lift. an increase in aeroplane mass. of the existence of a shock wave being located at the trailing edge of the wing.

50000 N. 1/Bank angle. a decrease in air density.

80000 N. Wing loading. forward CG movement.

Mcrit is reached. No, a minimum manoeuvre margin of 0.2 g to buffet onset should be maintained. it should be flown at higher angles of attack.

the bow wave appears.

Yes, this is acceptable. its camber should be increased.

Yes, during high speed cruise. its leading edge radius should be increased.

increasing wing dihedral. increase the strength of the wing root junction.

changing the tail into a T-tail configuration. fit the engine intakes better to the fuselage.

increasing wing aspect ratio. improve the low speed characteristics.

the left engine produces a the 'minimum control speed' is higher yaw moment if the right determined by the failure of the the right engine is the critical engine fails than vice versa. right engine. engine. first increases then decreases.

does not change.

increases.

decreases with increasing cross-sectional area.

depends upon the shape of increases with increasing cross- the tube alone and not its sectional area. cross-sectional area.

pt = ps - q.

pt + ps = q.

pt = q - ps. The boundary layer in the transition between turbulent and laminar.

Laminar boundary layer.

No difference.

Body 1. at speeds below the minimum drag speed, total drag decreases.

Body 2. total drag decreases across the whole speed range.

Body 4. total drag increases across the whole speed range.

this has no effect. Engine cowling. decrease the static lateral stability.

the drag decreases. Wing root junction. increase the manoeuvrability. separation of the induced vortex.

the drag is only affected by the ground speed. Landing gear. create an elliptical lift distribution. the addition of induced and parasite drag.

downwash behind the wing.

Line a.

Line b.

Line d.

total drag.

lift force.

parasite drag.

V1 < V2 and V2 < V.

V1 = 0 and V2 = V.

V1 > V2 and V2 < V.

on the lower side.

In front of the stagnation point. at the trailing edge.

chord line. longitudinal axis. the effective angle of attack is the induced angle of attack is decreased. increased.

horizon. drag and lift are reduced. increases, only if the landing flaps are fully extended.

decreases.

does not change.

TAS at both altitudes is the same.

IAS is higher at the lower altitude.

TAS is higher at the lower altitude.

point a.

point b.

point d.

point 1.

point 2.

point 4.

point 1.

point 3.

point 4.

point 1.

point 2.

point 3. (i) can be greater than or less than (ii) depending on the type of aeroplane.

(i) is equal to (ii).

(i) is greater than (ii).

decrease and the rate of descent will decrease.

increase and the rate of descent will decrease.

decrease and the rate of descent will increase.

increase and the rate of descent will increase.

increase and the rate of descent will decrease.

decrease and the rate of descent will increase. horizontal distance in the climb up to a given altitude.

maximum rate of climb.

endurance speed.

Double slotted flap.

Plain flap.

Split flap.

Single slotted flap.

Fowler flap.

Plain flap.

Fowler flap.

slotted flap.

Krueger flap.

Fowler flap. increasing angle of attack.

slotted flap. boundary layer control.

slot or slat. centre of lift movement.

start to bank.

start to climb.

maintain level flight.

start to bank.

start to sink.

larger.

unchanged.

maintain level flight. smaller or larger depending on the degree of flap extension.

decreases the camber of the increases the lift by increasing provides a boundary layer aerofoil and diverts the flow the wing area and the camber suction on the upper surface around the sharp leading edge. of the aft portion of the wing. of the wing. a balance tab. ailerons and elevator. an anti-balance tab. flaps and speed brakes. a balance panel. flaps and elevator.

centre of lift.

transition region.

centre of gravity.

I is incorrect, II is correct. 384 kt. lower than before but still greater than 1.

I is correct, II is incorrect. 750 kt. equal to 1.

I is incorrect, II is incorrect. 560 kt. higher than before. decrease and beyond a certain Mach number start increasing again. decrease and beyond a certain Mach number start increasing again. decreased and beyond a certain Mach number start increasing again. decrease and beyond a certain Mach number start increasing again.

decrease.

stay constant.

decrease.

stay constant.

not affected.

decreased.

increase.

stay constant.

higher expansion. higher total pressure.

smaller compression. higher total temperature.

smaller expansion. lower static temperature.

supersonic range.

hypersonic range.

subsonic range.

lower side of the wing. move towards the leading edge. constant lift.

leading edge of the wing.

trailing edge of the wing.

not move. increasing lift. decrease the stall speed by decrease the interference drag increasing spanwise flow on of the trailing edge flaps. the wing. skin friction drag. only at the critical Mach number. aft movement of the centre of gravity. induced drag. only below the critical Mach number. forward movement of the centre of gravity.

disappear. decreasing drag. increase the effectiveness of the spoiler due to increase in parasite drag. form drag. above or below the critical Mach number depending on the angle of attack. wing root stalling first.

spoilers are locked out.

the inboard and outboard ailerons are active.

only the spoilers will be active, not the ailerons. forward to approximately mid chord.

aft to the trailing edge.

forward to the leading edge.

(1) increases, (2) reduces.

(1) increases, (2) increases.

(1) reduces, (2) increases.

drag line of action. neutral point. longitudinal axis and the chord chord line and the horizontal line. plane.

centre of pressure. speed vector axis and the longitudinal axis.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

flaps from Approach to Landing.

flaps from Up to Take-off.

flaps from Take-off to Approach.

induced drag doubles.

The servo tab can also be used as a balance tab.

lift becomes four times its original value. The control effectiveness of the primary surface is increased by servo tab deflection.

total drag becomes four times its original value. Due to the effectiveness of the servo tab the control surface area can be smaller.

0.50. outboard ailerons and roll spoilers. upwards and will increase in magnitude as the CG moves aft.

1.00.

2.00.

inboard and outboard ailerons. upwards and will reduce in magnitude as the CG moves aft.

outboard ailerons only. downwards and will increase in magnitude as the CG moves aft.

negative. upper and lower rudder, seal between wing's trailing edge and leading edge of a control surface. both elevator and trim tab are deflected further downwards.

zero.

maximum during cruise.

weight in the nose of the control surface, horn balance.

Fowler flaps, upper and lower rudder. the elevator is deflected the elevator and trim tab do not further upwards and the trim move. tab further downwards. In general the maximum downward elevator deflection is larger than upward.

On some aeroplanes, the Hydraulically powered control servo tab also serves as a trim surfaces do not need mass tab. balancing. Flaps (and/or slats) extended or speed below a certain value. Landing gear retracted. when the Mach number has increased to Mcrit.

Landing gear extended. when the stall angle of attack is exceeded. Landing with a strong and gusty crosswind, to avoid over-controlling the aeroplane. increasing wing elasticity. wing loading increases.

directly after exceeding Mcrit.

Take-off, until lift-off. increasing the aspect ratio of the wing. weight increases.

Approach. mounting the engines on the fuselage. altitude increases.

sin gamma = W/T - CD/CL. roll to the left in the case of a sideslip angle (with the aeroplane nose pointing to the right of the incoming flow). too much rudder deflection would be required in a crosswind landing. after a disturbance around the longitudinal axis the aeroplane would show too strong a tendency to return to the original attitude. Mcrit increases as a result of compressibility effects. At constant IAS the TAS decreases. choose a lower landing speed than normal.

sin gamma = W/T - CL/CD.

sin gamma = T/W - CL/CD.

roll to the right in a right turn. constant aileron deflection would be required during cruise in case of crosswind.

roll to the left in a right turn. the roll trim sensitivity would increase sharply.

the stick force per g would become unacceptably small.

Mcrit decreases. At constant Mach number the IAS increases. if possible, relocate as many passengers as possible to the use the Mach trimmer until front of the cabin. after landing.

the aeroplane would show too strong a tendency to Dutch roll. Mcrit decreases as a result of flying at a greater angle of attack. At constant TAS the Mach number decreases.

the pilot does not feel the stick forces at all. in a headwind at a constant aeroplane mass compared with zero wind. the centre of gravity must be moved aft. minimum rate of descent and the induced drag.

mechanical adjustment of trim tabs creates too many trim tab deflection increases problems. VMO. with an increase in aeroplane mass in zero wind. the speed must be kept constant. induced drag and the parasite drag. with a decrease in aeroplane mass in zero wind. the aeroplane mass must be limited. aspect ratio of the wing and the induced drag coefficient.

angle of attack increases by a factor of 1/4. lift increases by a factor of 4.

total drag increases by a factor of 4.

pstat + rho * IAS = constant.

ptot+ rho * TAS = pdyn+ rho * IAS = constant. constant. increase initially and remain constant subsequently.

decrease initially and increase subsequently. remain constant.

the IAS exceeds the power-on the CAS exceeds the power-on there is a nose-down stall speed. stall speed. attitude. CL. square root (CL). CLMAX.

weight decreases.

trimming is superfluous.

minor altitude changes occur e.g. 0-10.000 ft. aerodynamic balancing of the control surfaces is meaningless.

spoilers are retracted. they only function in combination with an elevator trim tab.

the static directional stability is the Dutch roll tendency is too negative and the static lateral the static lateral and directional strongly suppressed by the stability is positive. stability are both negative. yaw damper. has no effect on the shape of the elevator position is necessary for compensation versus speed (IAS) curve for increases the stick force per g of the autopilot at high Mach a fully hydraulically at high Mach numbers. numbers. controlled aeroplane.

The engine.

The fuselage. The stick force per g can only be corrected by means of electronic devices (stability augmentation) in case of an unacceptable value.

The stick force per g increases, when centre of gravity is moved aft.

The wing. If the slope of the stick force versus load factor line becomes negative, generally speaking this is not a problem for control of an aeroplane.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

31%.

41%.

52%.

141 kt.

82 kt.

150 kt.

elliptical. increases during climb.

tapered. swept-back. decreases during a descent at is always positive at Mach a constant Mach number. numbers below MMO. is independent of the angle of attack.

remains constant.

decreases.

mass in the nose of the control balance tab, horn balance, and surface, horn balance and spring tab, servo tab, and mass balance. mass balance. power assisted control. the elevator is deflected both elevator and trim tab are the elevator and trim tab do not further downwards and the deflected further upwards. move. trim tab further upwards.

2.5.

3.8.

6.0.

I is incorrect, II is correct. local airflow and the mean camber line. Aileron reversal.

I is incorrect, II is incorrect.

I is correct, II is correct. undisturbed airflow and the local airflow and the chord line. mean camber line. Sensitivity for spiral dive. Turn co-ordination.

Pitch control is lost. Flap extension will increase (CL/CD)max thus causing a reduction in the minimum rate of descent. the static directional stability increases.

The servo tab now works as a The pitch control forces negative trim tab. double. Spoiler extension causes a Flap extension has no reduction in stall speed and influence on the minimum rate the minimum rate of descent, of descent, as only TAS has to but increases the minimum be taken into account. descent angle. the centre of gravity moves forward. the anhedral increases. During climb with all engines operating. All phases of the take-off are equally critical. Doubles if the temperature increases from 9 to 36 Centigrade. Propeller aeroplanes fly at that speed at max. endurance. the minimum CL/CD ratio and the minimum drag.

The take-off run.

Increases always if the density of the air decreases. Is independent of altitude. The CL/CD ratio is minimum (assume zero thrust). the minimum drag and the maximum lift. Induced drag is greater than the parasite drag. the minimum drag coefficient and the maximum lift.

282 kt.

70 kt.

a large local angle of attack in downwash due to flow a two-dimensional flow. separation.

to prevent flutter. decrease the required lateral control force.

to obtain mass balancing. not affect the required lateral control force. At a forward CG the elevator is deflected upward and at an aft CG the elevator is deflected downward.

200 kt. change in direction of flow due to the effective angle of attack. to decrease the static longitudinal stability of the aeroplane. decrease the stick force per g. The elevator is always deflected slightly downwards in order to have sufficient remaining flare capability.

The elevator deflection (compared with the stabiliser position) is always zero.

1.5.

limit the stick forces.

2.5. ensure that the control surfaces are in the midposition during taxiing.

3.75. increase the stick force stability.

1.4. in a tailwind with constant aeroplane mass compared with zero wind. the change in total aeroplane lift acts through the centre of gravity. a spring which pulls the stick backwards.

2.0. with an increase in aeroplane mass in zero wind.

1.8.

with a decrease in aeroplane mass in zero wind. the change in wing lift is the resulting moment is equal to the change in tail positive. lift. a bobweight in the control a spring which pushes the stick system which pulls the stick forwards. backwards.

(i) too small, (ii) displaced towards the low wing. Engine thrust and rudder deflection.

(i) too large, (ii) displaced towards the high wing.

(i) too small, (ii) displaced towards the high wing. Engine thrust and gear Air density and runway length. position.

The right outboard engine.

The left inboard engine. be situated at the greatest reach its highest strength when wing thickness when the flying at the critical Mach move forward as Mach number aeroplane reaches the number. is increased. speed of sound.

The right inboard engine.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

30.

50.

stick force stability becomes independent of IAS and altitude.

stick force per g strongly decreases at low Mach numbers.

60. at high IAS and low altitude the aeroplane displays an unacceptable decrease in longitudinal stick force stability.

770 N. increasing the stick position stability.

630 N. increasing the stick force stability.

1050 N. the stick force stability remaining constant.

I is correct, II is correct. a higher weight, selecting a higher flap setting, a forward CG movement. The centre of pressure is the point on the wing's leading edge where the airflow splits up. Density will increase, static temperature will decrease.

I is correct, II is incorrect. increasing bank angle, increasing thrust, slat extension.

I is incorrect, II is incorrect. a lower weight, decreasing bank angle, a smaller flap setting. The stagnation point is always situated on the chord The stagnation point is another line, the centre of pressure is name for centre of pressure. not. Density will decrease, static temperature will increase. Density will decrease, static temperature will decrease.

there will be a tendency to over- early nose wheel raising will rotate. take place.

rotation will be normal using the normal rotation technique.

below the hinge. By fitting a ventral fin (a fin at the under side of the aeroplane). nose up moment occurs with a speed change at constant angle of attack. Because take-off speeds do not vary with CG position, the need for stabiliser adjustment is dependent on flap position only.

above the hinge.

behind the hinge.

By applying wing twist. nose down moment occurs with a speed change at constant angle of attack. A trimmed aeroplane with a forward CG requires the stabiliser leading edge to be higher than in the case of an aft CG in the same condition. Angle of attack is the angle between the blade chord line and the propeller vertical plane.

By increasing anhedral. nose up moment occurs after encountering an upgust. At the forward CG limit, stabiliser trim is adjusted fully nose down to obtain maximum elevator authority at rotation during take-off. Critical tip velocity is the propeller speed at which flow separation first occurs at some part of the blade.

Blade angle is the angle between the blade chord line and the propeller axis.

propeller axis.

propeller plane.

TAS vector.

The roll tendency on the propeller powered aeroplane is more pronounced when the left engine fails than when the right Both aeroplanes have the engine fails. same roll tendency.

The propeller aeroplane has less roll tendency.

Flap extension in severe turbulence at constant speed increases both the stall speed and the structural limitation margins.

By increasing the flap setting in severe turbulence at constant speed the stall speed will be reduced and the risk for exceeding the structural limits will be decreased.

Flap extension in severe turbulence at constant speed moves the centre of pressure aft, which increases the structural limitation margins.

2 and 4.

5 and 6.

1 and 6.

44.

32.

30.

3.7%.

14%.

11.7%.

centre of thrust. Lift is less than weight, load factor is equal to 1. maximum speed at which the landing gear may be extended or retracted.

centre of gravity. Lift is equal to weight, load factor is equal to 1. maximum flap extended speed.

neutral point. Lift is equal to weight, load factor is less than 1.

maximum authorised speed. CD decreases and the CL increases and the centre of CL increases and CD remains centre of pressure moves pressure moves forward. constant. aft.

200 kt.

150 kt.

123 kt.

1.02.

1.

0.83.

Ps decreases, Ptot Ps increases, Pdyn decreases, Ps decreases, Pdyn increases, increases, static temperature Ptot remains constant. static temperature increases. decreases.

Gamma decreases, angle of Gamma decreases, angle of attack increases, IAS remains attack remains constant, IAS constant. decreases.

Gamma remains constant, angle of attack remains constant, IAS decreases.

centre of gravity.

neutral point.

aerodynamic centre.

The nose wheel steering control may be used to determine VMCG.

is a constant value.

Crosswind is taken into account to determine VMCG. is independent of aeroplane mass, but dependent on pressure altitude.

VMCL is determined by maximum rudder only. depends on aeroplane mass and is independent of pressure altitude.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

CLMAX. decreases, because VMCG is expressed in IAS, which decreases with constant TAS and decreasing density.

(CL/CD)max. increases, because at a lower density a larger IAS is necessary to generate the required rudder force.

(CL/CD)max. increases, because VMCG is related to V1 and VR and those speeds increase if the density decreases.

Dynamic stability about the lateral axis implies that after being displaced from its Static stability means that the original equilibrium condition, A dynamically stable aeroplane is also dynamically the aeroplane will return to that aeroplane would be almost stable about the relevant axis. condition without oscillation. impossible to fly manually.

smaller. CL increases, while CD remains unaffected.

unchanged. CD decreases, while the centre of lift shifts aft.

dependent on trim position. CL decreases, while the centre of lift shifts forward.

(1) increase (2) increase.

(1) decrease (2) decrease.

(1) decrease (2) remain constant. increase or decrease, depending on the type of aeroplane. aspect ratio. Aeroplane nose down trim increases the static longitudinal stability.

decrease. lift - drag ratio. Depends on the value of stick force/g.

not change. wing loading. Aeroplane nose up trim increases the static longitudinal stability.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

10 km.

2 km.

1.5 km.

95 s.

125 s.

650 s.

I is correct and II is incorrect. minimum speed. Interference drag.

I is incorrect and II is correct. minimum CD value. Wave drag.

I is incorrect and II is incorrect. minimum angle of attack.

Induced drag. flap asymmetry causes a flap asymmetry causes a large flap asymmetry causes a large large difference in CLMAX rolling moment whereas slat yawing moment whereas slat whereas slat asymmetry asymmetry causes a large asymmetry causes a large causes a large rolling yawing moment. rolling moment at any speed. moment at any speed. the nose-down pitching moment in a turn increases. stall angle of attack of the angle of attack of the left wing left wing will be larger than is smaller than the angle of angle of attack of both wings is the corresponding angle for attack of the right wing. the same. the right wing. its spiral stability decreases. turning flight becomes more difficult.

Slat extension, at a constant angle of attack and normal extension speeds, will increase the lift coefficient, which will also increase the induced drag coefficient. Flap extension reduces the maximum lift/drag ratio thus reducing the minimum rate of descent.

Sweepback reduces drag since, compared with a straight wing of equal area, the span increases. Flap extension reduces the stall speed, which increases the maximum glide distance.

Vortex generators on the wing partially block the spanwise flow over the wing leading to a reduction in induced drag. Flap extension has no effect on the minimum rate of descent as this is only affected by TAS.

increase. Sweepback increases speed stability at Mach numbers above Mcrit. remains approximately constant, as it does during a short period oscillation. Induced drag increases, because a larger aspect ratio increases the frontal area. a speed at which locally an oblique shock wave has developed in the flow along the aeroplane.

initially increase and thereafter decrease. Sweepback is mainly intended to increase static directional stability. varies significantly, as it does during a short period oscillation. Induced drag increases, because the effect of tip vortices increases.

initially further decrease and thereafter increase. A disadvantage of sweepback is that it decreases Mcrit. remains approximately constant, whereas during a short period oscillation it varies significantly. Induced drag decreases, because a larger aspect ratio causes more downwash.

a speed at which compressibility effects are first the speed range between noticeable. Mcrit and MMO. is at approximately 25% chord irrespective of angle of attack. moves backward when the angle of attack decreases. is at approximately 50% chord irrespective of angle of attack.

moves forward when the angle is independent of angle of of attack decreases. attack. is at approximately 50% chord moves backward when the irrespective of angle of attack. angle of attack increases. moves forward when the angle moves backward when the of attack increases. angle of attack increases.

moves forward when the angle is at approximately 50% chord moves backward when the of attack decreases. irrespective of angle of attack. angle of attack decreases. is at approximately 50% of the chord irrespective of angle of attack.

moves forward when the angle of attack decreases. Compared with a turbulent boundary layer, a laminar boundary layer is better able to resist a positive pressure gradient before it separates.

moves backward when the angle of attack decreases.

A turbulent boundary layer produces less friction drag than a laminar one.

A turbulent boundary layer turns into a laminar one at the transition point.

A laminar boundary layer is thicker than a turbulent one.

A turbulent boundary layer turns into a laminar one at the transition point.

Compared with a turbulent boundary layer, a laminar boundary layer is better able to resist a positive pressure gradient before it separates. Compared with a turbulent boundary layer, a laminar boundary layer is better able to resist a positive pressure gradient before it separates.

A laminar boundary layer is thicker than a turbulent one. In the SI system the unit of measurement for weight is the kilogram. In the SI system the unit of measurement for weight is the kilogram. In the SI system the unit of measurement for weight is the kilogram. Because take-off speeds do not vary with CG position, the need for stabiliser adjustment is dependent on flap position only.

A turbulent boundary layer produces less friction drag than a laminar one. The mass of an object depends on the acceleration due to gravity. The weight of an object is independent of the acceleration due to gravity. The weight of an object is independent of the acceleration due to gravity. A trimmed aeroplane with an aft CG requires the stabiliser leading edge to be lower than in the case of a forward CG in the same condition.

Mass = weight * volume.

Mass = weight * volume. The mass of an object depends on the acceleration due to gravity. At the aft CG limit, stabiliser trim is adjusted fully nose up to obtain maximum elevator authority at rotation during take-off.

Maintaining a steady speed below the trim speed requires a push force. To maintain a speed above the trim speed requires a pull force.

Aeroplane nose down trim increases the stick force stability. When speed decreases the push-force increases.

Stick force stability is not affected by trim. The elevator stick force remains constant with speed changes. first decreases then increases.

does not change.

decreases.

2, 3.

1, 4.

1, 3.

1, 3.

1, 4.

2, 3.

2, 3. increases gust load.

1, 4. decreases stall speed.

2, 4. decreases induced drag. an elevator trim is able to compensate larger changes in pitching moments. an elevator trim is able to compensate larger changes in pitching moments. an elevator trim is able to compensate larger changes in pitching moments. separated flow into attached flow. decreases as the sweepback increases. change but only at very high speeds. Spring tab - horn balance bobweight.

an elevator trim is able to an elevator trim is more compensate larger changes in suitable for aeroplanes with a pitching moments. large CG range. a stabiliser trim is not as an elevator trim is more capable to compensate large suitable for aeroplanes with a changes in pitching moments. large CG range. a elevator trim is able to compensate larger changes in pitching moments. attached flow into separated flow. is nil. decrease. Spring tab - trim tab - mass balancing weight.

a stabiliser trim is more sensitive to flutter. turbulent into laminar. is negative. not change. Servo tab - trim tab - balance tab.

mass and altitude.

altitude and configuration.

configuration and mass.

the tail. remains approximately constant, as it does during a phugoid.

a fixed trim position.

a fixed elevator deflection. varies significantly, whereas during a phugoid it remains approximately constant. A slightly unstable short period oscillation is no problem for an aeroplane.

varies significantly, as it does during a phugoid. When the phugoid is slightly The phugoid should always be unstable, an aeroplane heavily damped. becomes uncontrollable.

is vertical. of the intersection of the total aerodynamic force and the chord line.

has a negative slope.

has a positive slope.

the chord line is curved.

relative to which the sum of of the intersection of the thrust all moments is independent vector and the chord line. of angle of attack. the maximum thickness is the upper surface of the large compared with the aerofoil is curved. length of the chord.

experiences extra drag, which generates a yawing moment. The speed difference between both wings generates the desired rolling moment. the stick position stability increases. speed = 0, load factor = 0.

stalls. This causes a difference in lift between both wings, is forced downwards as a which generates the desired reaction to the increased rolling moment. drag. the stick force stability remains the stick force stability constant. decreases. speed = VB, load factor = speed = VS, load factor = 0. +1. exceeding a load factor of 1.3 will cause permanent deformation of this aeroplane. has a maximum value related to acceptable controllability, the minimum value is of no concern.

a manoeuvre with a load factor a manoeuvre with a load factor of 1.3 will cause a Mach of 1.3 will cause Mcrit to be number at which accelerated exceeded. low speed stall occurs.

is selected by the pilot by electronic means before each flight.

does not change with increasing altitude.

24 km.

10 km.

increase. lift but no drag.

remain constant. drag but no lift.

7 km. remain constant only for a wing consisting of symmetrical aerofoils. neither lift nor drag.

indifferent periodic motion.

stable periodic motion.

indifferent aperiodic motion.

I is correct and II is correct.

I is incorrect and II is incorrect. I is incorrect and II is correct.

I is incorrect, II is incorrect. at 5 bank (live engine low), sideslip is zero.

I is correct, II is correct.

I is correct, II is incorrect.

more than 5 bank (live engine the slip indicator at 5 bank low) would not reduce VMCA. (live engine low) is centred.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

The lower Mach number decreases and the higher Mach number increases.

Both Mach numbers Both Mach numbers decrease. increase.

15.7%.

14%.

11.7%.

3.7%.

15.7%.

11.7%.

3.7%.

14%.

15.7%.

7.7 %.

6.0 %.

8.5 %.

4.3 %.

6.0 %.

8.5 %.

4.3%.

7.7 %.

8.5 %.

4.3%.

7.7%.

6.0%.

9.7%.

8.0%.

8.5%.

2.9%.

8.0%.

8.5%.

9.7%.

2.9%.

8.5%.

8.0%.

9.7%.

2.9%.

1, 2, 4, 3, 5. symmetrical spoiler deflection and/or elevator deflection.

3, 2, 5, 1, 4.

4, 5, 2, 3, 1.

speed brake extension or wing elevator deflection and/or flap deflection. slat extension.

Line 1.

Line 2.

Line 4.

No action is required. CD remains constant for a given angle of attack. both drag and lift increase. improves the glide performance of an aeroplane.

Increase Mach number to improve aerodynamic damping Manually recover any of any subsequent Dutch roll subsequent Dutch roll motion. motion using rudder. CLMAX occurs at a higher angle of attack. drag increases but lift remains constant. has a greater blade angle than a feathered propeller. wing area remains constant but camber increases. both drag and lift decrease. produces neither thrust nor drag.

An accelerated stall.

CLMAX will increase due to shock stall.

High speed buffet.

Accelerated stall buffet. a speed just above low speed buffet. the engine has insufficient thrust to reach the limit load factor.

Flutter speed buffet. a speed just below Mach buffet. the elevator deflection is limited to prevent exceeding the limit load factor.

Low speed buffet. the stall speed in turbulent conditions. at high altitudes the bank angle is normally limited to 15 to prevent exceeding the limit load factor.

at a positive angle of attack.

at zero angle of attack.

it can never generate zero lift.

theta = gamma - alpha. If no aileron deflection is required during the turn.

gamma = alpha - theta. If no rudder deflection is required during the turn.

alpha = gamma - theta. When only minor elevator pull force is required.

VA <= VS * SQRT (n).

VA >= VS * 1/n.

VA <= VS * 1/n.

n = 1.69. An increase in mass.

n = 4. A headwind.

n = 1.3. A tailwind. positive, if the centre of pressure coincides with the centre of gravity. the larger angle of attack necessary in lower-density air to obtain the same lift as at sea level. Initially remains constant until approximately 25,000ft and then increases with increasing altitude.

positive.

negative.

exceedance of Mcrit.

an increase in TAS.

Initially remains constant until approximately 25,000ft and then decreases with increasing Decreases with increasing altitude. altitude.

1 moves forward and 2 decreases.

1 moves aft and 2 remains constant.

1 moves aft and 2 increases.

centre of gravity position of the total mass of the aeroplane. fuel. To maintain a speed below the trim speed requires a push When speed increases the pull force. force increases. Mach number. component of the total aerodynamic force, perpendicular to the mean aerodynamic chord. TAS. vertical component of the total aerodynamic force, perpendicular to the undisturbed airflow.

stall speed. The elevator stick force remains constant with speed changes. Static pressure. component of the total aerodynamic force, perpendicular to the local airflow.

slat and flap asymmetry both cause a large rolling moment. the same significant effect on stall speed as flap extension. decrease due to decreasing temperature and decreasing Mach number.

slat asymmetry causes a large rolling moment, whereas flap asymmetry causes a large yawing moment. a minor effect on stall speed whereas flap extension has a significant effect.

slat and flap asymmetry both cause a large yawing moment. the same minor effect on stall speed as flap extension.

decrease due to increasing Mcrit.

remains unchanged.

increase due to decreasing Mcrit. decreases as altitude decreases, assuming the increases and increases as temperature remains constant. altitude decreases.

1 does not change, 2 moves forward.

1 moves forward, 2 moves forward.

1 does not change, 2 does not change.

IAS decreases. is positive if the wing has a positively cambered aerofoil section and the aerodynamic centre is ahead of the CG. A forward swept wing. increase stall speed and CLMAX during take-off, but reduce stall speed with a relatively high drag during approach and landing.

TAS remains constant.

lift coefficient increases. depends on the wing location relative to the fuselage. A low wing as compared with a high wing.

is always negative. Moving the centre of gravity aft.

reduce stall speed and drag during take-off and landing.

Mass balance, horn balance, artificial feel system. continuous deformations in one direction generated by bending and twisting of the wing.

Servo tab, bobweight, control surfaces with increased area. the elastic centre of the wing section coinciding with the centre of gravity of that wing section.

reduce the take-off roll and increase the landing roll. Balance tab, control surfaces with increased area behind the hinge, artificial feel system.

aileron reversal.

750 N.

825 N.

1125 N.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect. No effect, because stick force stability is independent of Mach number. it would result in excessive wing loading during a coordinated turn.

No effect, because Mcrit is not An increase, due to shock relevant when considering wave formation in the wing root stick force stability. area. it would result in a proportional performing co-ordinated turns decline in static directional would be very difficult. stability.

28000 N.

14000 N.

98000 N. the descent angle will decrease.

the pitch angle will increase.

the TAS will decrease.

pdyn+ pstat = rho * TAS.

pstat + rho * TAS = pdyn.

ptot = rho * IAS + pstat.

0.30.

0.60. will be free of Mach buffet in the transonic range. a low torsion stiffness in relation to the bending stiffness.

0.25. will develop no transonic flow just above Mcrit. empty tanks near the wing tip. the manoeuvring limit load factor is independent of the size of the aeroplane, whereas the numerical value of the gust limit load factor is laid down in the regulations.

always cruises at Mcrit.

a high speed (IAS).

the gust limit load factor has a fixed value for every transport aeroplane, whereas the manoeuvring limit load factor has not.

the gust limit load factor is independent of the wing's aspect ratio, whereas the manoeuvring limit load factor is not.

The safety factor. The ultimate load factor. between the buffet onset Mach number and the Mach number corresponding to total at which only supersonic local supersonic flow. speeds occur.

The calculation factor.

a sharper pointed nose, negative camber and a flatter upper surface. a downward component is added to the chordwise speed an upward component is component of the flow behind added to the chordwise speed flow separation occurs at the the wing. component. stall. The position depends on speed, the position of flaps and slats and the position of the centre of gravity. At a forward CG, the elevator is deflected upward and at an aft CG, it is deflected downward. The elevator is always deflected slightly downward in order to have sufficient remaining flare capability.

in the range between Mcrit and MMO. a sharper pointed nose, a larger nose radius, flatter flatter lower surface and lower surface and negative as positive camber at the rear well as positive camber. of the aerofoil section.

No effect when landing on a high elevation runway. No effect with a forward CG. mass balancing, a trim tab and a balance tab, forward shift of spring tab. the CG and a servo tab.

In most cases, no effect. a servo tab, spring tab and mass balancing.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

(i) too large, (ii) displaced towards the high wing. A down spring only improves the manoeuvre stability.

(i) too small, (ii) displaced towards the low wing. A down spring has the same function as a stick pusher.

(i) too large, (ii) displaced towards the low wing. A bob weight reduces the stick force per g.

the trim-tab will always be deflected in the same direction the stick position stability will as the control surface itself. be increased.

the stick force per g is reduced.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is correct.

60000 N.

20000 N.

80000 N.

0.50.

0.30.

0.25.

a lower value of Mcrit at the same relative thickness. Increase induced drag, decrease friction drag.

improved Dutch roll damping at cruise altitude. Increase friction drag, decrease form drag.

that there is no need for spoilers. Increase induced drag, decrease interference drag.

the velocity of the relative airflow is reduced to zero.

the aeroplane becomes longitudinally unstable when changes in lift due to variations the cg is moved beyond it in in angle of attack are constant. an aft direction.

in a horizontal turn.

when flaps are retracted.

when the CG is moved forward.

lift is greater than weight. sin mu = M. to decrease the susceptibility to deep stall. Tuck under speed.

lift is equal to weight. tan mu = 1 / M. that it does not require a deicing system. M = 1. the expansion flow behind the aeroplane. Decreasing mass increases shock wave intensity at below standard temperatures.

drag is equal to thrust. sin 2mu = 1 / M. to decrease fuel consumption by creating a tail-heavy situation. Initial Mach buffet speed. the centre of pressure, which is moving aft on the aerofoil. A change in mass does not influence shock wave intensity. undetermined since there is no defined centre of pressure location at supersonic speeds. decrease sensitivity to Dutch roll. yaw axis. the tendency of an aeroplane to yaw in the same direction of turn due to the different wing speeds. angle between the blade angle and the direction of the flight of the aeroplane.

aerodynamic heating.

Decreasing mass increases shock wave intensity.

further forward. increase dynamic stability. lateral axis. a momentary yawing motion opposite to the turn due to an incorrect differential aileron movement. angle between the relative airflow and the propeller blade's angle of attack.

identical. increase static directional stability. normal axis. the tendency of an aeroplane to yaw in the opposite direction of turn mainly due to the difference in aileron form drag. varying of the helix angle from the root to the tip of a propeller blade.

figure 1. greater than drag because more lift has to be produced.

figure 2. figure 3. lower than the drag because it is assisted by a component of weight. equal to the drag.

decreased and the turn radius increased and the turn radius will increase. will decrease. greater than in straight and greater than in straight and level flight, because it must level flight because it must generate the centrifugal force. balance the centripetal force.

decreased and the turn radius will decrease.

equal to the aeroplane weight.

The left outboard engine.

The right inboard engine.

The left inboard engine.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

angle 2.

angle 3.

not correctly indicated in the diagram.

angle 2.

angle 1.

not correctly indicated in the diagram.

angle 3.

angle 1. coarse pitch for take-off and climb.

not correctly indicated in the diagram. fine pitch for cruise and coarse pitch for landing. greater with a larger number of blades. the force contributing to propeller torque is perpendicular to the propeller plane of rotation.

fine pitch for cruise.

a number greater than one. the total aerodynamic force on a blade element may be resolved into two components, torque and lift.

maximum when TAS is zero. thrust is the component of the total aerodynamic force on the propeller in the plane of rotation.

sequence 3.

sequence 2.

sequence 1.

I is correct, II is correct. An unfeathered propeller causes less drag than a feathered propeller.

I is incorrect, II is correct. The blade angle of a feathered propeller is approximately 0 degrees.

I is incorrect, II is incorrect. A windmilling propeller causes less drag than a feathered propeller.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect. is also called the gyroscopic effect.

does not produce any yaw. distance a propeller would have to advance in one revolution to give no thrust. increase when the TAS increases. decrease when the TAS decreases. decrease if RPM increases. increase if RPM decreases.

produces right yaw. the angle between the chordline of a blade element and the propeller plane of rotation. remain constant when the TAS increases. remain constant when the TAS increases. remain constant if RPM increases. remain constant if RPM increases.

distance a propeller advances with slippage. remain constant when the TAS decreases. remain constant when the TAS decreases. remain constant if RPM decreases. remain constant if RPM decreases.

diagram 3.

diagram 2.

diagram 1.

diagram 2.

diagram 3.

diagram 4.

diagram 2.

diagram 3.

diagram 4.

diagram 3.

diagram 1.

diagram 4.

diagram 2.

diagram 1.

diagram 4.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is correct. high aeroplane speed and maximum engine power.

I is correct, II is correct. I is correct, II is incorrect. high aeroplane speed and low low aeroplane speed and low engine power. engine power.

diagram 4.

diagram 3.

diagram 1.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is incorrect. 50 % of blade radius.

I is incorrect, II is correct. 25 % of blade radius.

I is incorrect, II is incorrect. 99 % of blade radius.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct. it starts at Mcrit and extends to Mach number equal to 1. increase the angle of attack at which a wing will stall.

it starts at a Mach number just it starts at a Mach number above 1. equal to 1. alter the position of the centre of gravity. trim the aeroplane longitudinally.

divergent oscillatory motion of a control surface caused by the interaction of aerodynamic, inertia and friction forces. the accelerated stall of a wing. aileron reversal. when the flight control surfaces are fitted with control tabs or when there is a trimmable with power assisted flight trim tabs. stabiliser. controls.

0.50 R. Shock stall is a stall due to flow separation at high angles of attack.

0.90 R. 0.25 R. Shock stall is caused by sudden loss of lift due to a rise CLmax does not change as in load factor. the Mach number increases.

at high Mach numbers, only at at high Mach numbers, only at low angles of attack. high angles of attack. in supersonic flow only.

the speed will have increased by 60 kt. is expressed as a true air speed.

the speed will have decreased the speed will have by 30 kt. decreased by 60 kt. is lower than VNE. is equal to VD.

1, 3.

3, 4.

2, 3.

p * rho / T = constant.

rho / ( T * p) = constant. power, velocity, weight and thrust, lift, drag and mass. friction. wing root chord line and wing wing span and dihedral angle. tip chord line.

p * T / rho = constant. power, lift, gravity and drag. wing span and wing root chord. is at approximately 25% chord irrespective of angle of attack. caused by the fuselage and is greatest at the wing root. friction drag and pressure drag.

moves backward when the angle of attack increases. the angle between the local flow at the wing and the horizontal tail.

is independent of angle of attack. the angle by which the flow over the wing is deflected when landing flaps are set. parasite drag, interference induced drag and friction drag. drag and pressure drag.

1, 2, 3, 4.

2, 3, 4.

1, 3, 4.

A laminar boundary layer is thicker than a turbulent one. altitude. (below approximately 10000 ft) The weight of an object is independent of the acceleration due to gravity.

A turbulent boundary layer produces less friction drag than a laminar one. temperature. The mass of an object depends on the acceleration due to gravity.

A turbulent boundary layer becomes laminar at the transition point. density.

Mass = weight * volume.

asymmetric blade effect.

torque reaction.

slipstream.

Low-speed glide. the effective pitch. skin friction drag and induced drag. aerodynamic interaction between aeroplane parts. the induced angle of attack increases.

Take-off.run. propeller slip. induced drag and form drag. boundary layer separation on the aft portion of the wing.

Climb. the propeller angle. interference drag and skin friction drag. propeller slipstream over the wing. the effective angle of attack decreases.

induced drag increases.

a control tab.

a trim tab.

an antibalance tab.

a balance tab . in front of the body.

a trim tab. in front of the normal shock wave.

an anti-balance tab. outside the Mach cone.

(1) remains constant, (2) decreases, (3) increases. transonic range.

(1) decreases, (2) decreases, (3) decreases. hypersonic range.

(1) increases, (2) increases, (3) decreases. subsonic range.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

aft movement of the centre of gravity. improve the high speed handling characteristics.

forward movement of the centre of gravity. increase the critical Mach number.

aft movement of the centre of pressure. improve the lift coefficient of the trailing edge flaps. improve glide performance (increase lift /drag ratio). increase lift and drag. slipping. the elevator. elevator deflection only.

assist the ailerons in obtaining a higher roll rate. prevent aeroplane yaw. prevent aeroplane yaw assist the elevators. following engine failure. rolling. yawing. wing anhedral. wing dihedral. wing dihedral. the vertical stabiliser.

Elevator.

Canard.

Frise type control.

neutral dynamic longitudinal dynamic longitudinal instability. stability.

static longitudinal instability.

dynamic longitudinal instability. dynamic longitudinal stability.

static longitudinal instability.

static and dynamic longitudinal stability. following a disturbance from the equilibrium condition, a force and/or moment is generated that tends to increase the effects of that disturbance. sufficient damping only. is always dynamically stable. will never show positive dynamic longitudinal stability, but always neutral dynamic longitudinal stability.

neutral dynamic longitudinal stability.

static longitudinal instability.

the amplitude of the the amplitude of the oscillatory oscillatory motion of an motion of an aeroplane tends aeroplane tends to increase to decrease over time. over time. static stability only. will become stable at high speed. a large CG range. reduces its instability as the CG moves aft.

is never dynamically stable.

is always dynamically stable. CG can be ahead of or behind the neutral point as long as the forward or aft CG limits are not exceeded. anywhere, provided it is between the CG's forward and aft limits.

CG behind the neutral point.

CG and neutral point at the same position.

at the CG.

ahead of the CG.

Line 1.

Line 2.

Line 3.

Point 2.

Part 3.

The whole curve.

Part 1.

Part 3.

The whole curve.

line 1. larger for an aft CG position when compared to a forward position.

line 3. larger at high IAS when compared to low IAS.

line 4.

the same at all speeds.

flaps are retracted at constant IAS. IAS decreases. increases static longitudinal stability. an increase in static directional stability. maximum elevator deflection available. increasing the size of the vertical tail. decreases longitudinal manoeuvrability. a decrease in static directional stability. maximum static longitudinal stability required. the use of a high, rather than low, wing mounting.

the CG moves forward. has no influence on longitudinal manoeuvrability. a decrease in static longitudinal stability. minimum acceptable elevator deflection. increasing wing sweepback. positive or negative depending on sweepback angle.

negative. Flight at any speed above Mcrit causes severe vibration of the aeroplane.

zero. As speed increases above Mcrit, parasite drag decreases Mcrit is always greater than rapidly. 1.

2.0 0.7 in steady wings level horizontal during a wings level stall flight. before recovery. sweepback, dihedral and thin aerofoils. dihedral, thin aerofoils and supercritical aerofoil sections.

1.2 during a steady co-ordinated horizontal turn. sweepback, area ruling and high aspect ratio.

is equal to the lift of the aeroplane.

is greater than the lift of the aeroplane.

has a vertical component.

VB is the recommended turbulence penetration air speed.

The load factor in turbulence may fluctuate above and below In severe turbulence, speed 1, but will not become should be reduced to negative. approximately 1.2 VS.

increase to 1.21.

remain unchanged, since the angle of attack does not change.

increase to 1.10.

2, 4, 6.

1, 4, 6.

2, 3, 5.

2.

1, 2. to increase the horizontal component of lift to a value to compensate for the increase because stall speed increases equal to the vertical in drag. in a turn. component.

3.

a lower TAS and a lower angle a lower TAS for any given of attack. angle of attack. be 4 times greater. not change. halve. halve.

the same TAS regardless of angle of attack. remain the same. also double.

4000 kN. 500 kN. increase with the square of the wing area. remain constant. aeroplane weight and lift chord and aeroplane weight. coefficient. low. maximum. reduce because of reduced induced drag.

1000 kN. not change because the lift coefficient is constant. aeroplane weight and wing span. high.

increase because of increased reduce because of reduced parasite drag. friction drag.

120 kt.

66 kt.

72 kt.

a severe pitch down moment when the centre of pressure shifts forward.

the tendency of the wing root that the critical Mach number is section to stall prior to the significantly lower. wingtip section. The transonic speed range The airflow everywhere around The airflow everywhere around starts at M = 0.5 and ends at the aeroplane is supersonic. the aeroplane is subsonic. Mcrit.

positive dynamic stability. natural ability of an aeroplane to recover from a disturbance about the longitudinal axis.

neutral dynamic stability.

neutral static stability.

tendency of an aeroplane to tendency of an aeroplane to recover from a disturbance raise the low wing in a sideslip. about the lateral axis.

3.

1, 2, 3. reduce tendency for spiral instability.

1. provide pitch and yaw control. static lateral stability is much less pronounced than static directional stability. phugoid. The elevator is the primary control surface for control about the longitudinal axis and is operated by a forward or backward movement of the control wheel or stick. The aft CG limit is determined by the maximum elevator deflection available. when the landing gear is up. Asymmetrically extended leading edge flaps.

stabilise forebody vortices. static stability is less pronounced than dynamic stability. short period oscillation.

an aeroplane has anhedral. spiral dive. The elevator is used only to trim an aeroplane and is normally operated by a dedicated control wheel, which is usually situated close to the throttle. If the aft CG limit is correctly chosen, the forward CG limit is automatically determined as well. at transonic and supersonic speeds only. Symmetrically deflected spoilers. changing the wing drag and the two wings therefore produce different lift values resulting in a moment about the longitudinal axis.

The elevator is the primary control surface for control about the longitudinal axis and is operated by a left or right rotation of the control wheel. The forward CG limit is determined by stability considerations only. in high speed flight only. The rudder.

aileron secondary effect.

causing sideslip, which generates a rolling moment.

double.

increase by the square root of the airspeed.

become four times smaller.

yawing motion generated by rudder deflection causes a rudder is located above the speed increase of the inner longitudinal axis and when it is wing, which increase the lift on deflected, it causes a rolling that wing so that the aeroplane moment in the same direction starts to roll in the same as the yaw. direction as the yaw. reducing structural stiffness of aerodynamic balancing of the the control surface attachment control surface. structure. No structural failure, only Elastic or temporary plastic or permanent deformation only. deformation.

rolling motion generated by rudder deflection causes a speed increase of the outer wing which increases the lift on that wing so the aeroplane starts to roll in the direction of the turn.

increasing airspeed.

Flutter.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

increase with increasing airspeed. A windmilling propeller hardly affects low speed controllability. the centrifugal force.

remain constant at a fixed value irrespective of any airspeed changes. The drag of a windmilling and a feathered propeller is almost the same. the thrust.

remain constant at a fixed value only if the airspeed decreases. The windmilling drag is only significant at negative blade angles. the drag. thrust is greater than drag, because the excess thrust also supplies the centripetal force.

thrust equals drag, because thrust is greater than drag, drag is the same as in straight because the centrifugal force and level flight. reduces the aeroplane speed.

less than weight, because there is less drag compared with horizontal flight.

greater than weight because it must additionally balance a equal to weight to maintain a component of drag. constant speed.

90 degrees.

180 degrees.

10 degrees.

1, 2 and 4 are correct.

2, 3 and 5 are correct.

3, 4 and 5 are correct.

minimum control speed minimum speed during landing maximum speed in the landing with landing gear down, flaps with all engines operating. configuration. up and all engines operating.

2, 3.

3.

1, 2, 3, 4.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is correct. I is incorrect, II is correct. the frontal area of one blade to S to the frontal area of one S. blade.

I is incorrect, II is incorrect. the mean chord of one blade to S.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect. speed vector and the horizontal plane. speed vector and its longitudinal axis. longitudinal axis and the horizontal plane.

I is correct, II is correct. longitudinal axis and the horizontal plane. speed vector and the horizontal plane. speed vector and its longitudinal axis.

ends at a Mach number just above M = 1. ends at M = 1. The supersonic speed range starts at a Mach number below M = 1 and extends to Mach The airflow around the numbers above M = 1. aeroplane is transonic.

I is incorrect, II is incorrect. lateral axis and the horizontal plane. lateral axis and the horizontal plane. lateral axis and the horizontal plane. implies both subsonic and supersonic speeds exist in the flow around the aeroplane. The supersonic speed range starts at M = 1 and ends at Mcrit.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

the boundary layer changes from laminar to turbulent. assuming no flow separation, the pitching moment coefficient does not change with varying angle of attack.

the velocity of the relative airflow is reduced to zero.

the aeroplane becomes longitudinally unstable when the CG is moved beyond it in an aft direction.

the boundary layer changes from laminar to turbulent.

the velocity of the relative airflow is reduced to zero.

Body 1.

Body 3.

Body 4.

2, 1, 4, 3.

3, 1, 4, 2.

4, 3, 2, 1.

3, 4, 1, 2.

2, 1, 3, 4.

1, 2, 4, 3.

point 2.

point 3.

point 4.

point 1.

point 3.

point 4.

1, 4, 5.

1, 4, 6.

2, 3, 5.

1, 2, 4.

1, 4.

2, 3.

short period oscillation. speed vector and longitudinal axis.

Dutch roll. longitudinal axis and the horizontal plane.

phugoid. speed vector and the horizontal plane.

1 moves forward and 2 decreases.

1 moves forward and 2 remains constant.

1 moves aft and 2 increases.

below the origin.

above the origin.

nowhere.

at the origin.

above the origin.

nowhere.

at the origin.

to the right of the origin.

nowhere.

to the right of the origin.

to the left of the origin.

nowhere.

at the origin. increase with engines located on the rear fuselage.

to the left of the origin. nowhere. decrease with podded engines located beneath a lowdecrease with engines mounted wing. located on the rear fuselage.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

the leading edge of the wing and the lateral axis.

the quarter-chord line of the wing and the normal axis.

I is incorrect, II is incorrect. the wing plane and the horizontal with the aeroplane in an unbanked, level condition.

I is correct and II is incorrect.

I is incorrect and II is correct.

I is correct and II is correct.

I is incorrect and II is incorrect. I is incorrect and II is correct.

I is correct and II is correct.

I is correct and II is incorrect.

I is incorrect and II is incorrect. I is correct and II is correct.

I is correct and II is incorrect.

I is incorrect and II is incorrect. I is incorrect and II is correct.

I is correct and II is incorrect.

I is incorrect and II is correct.

I is correct and II is correct.

I is correct and II is incorrect.

I is incorrect and II is correct.

I is correct and II is correct.

I is incorrect and II is incorrect. I is incorrect and II is correct.

I is correct and II is correct.

I is correct and II is incorrect.

I is incorrect and II is incorrect. I is correct and II is correct.

point b.

point c.

point d.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

there will be a tendency to over- early nose wheel raising will rotate. take place.

rotation will require a higher than normal stick force.

there will be a tendency to under-rotate.

early nose wheel raising will take place.

rotation will require higher than normal stick force.

there will be a tendency to under-rotate.

rotation will require higher than normal stick force. flow separation at the rear of flow reversal on the fin leading a typical aerodynamic problem the lower surface of the to flow re-attachment. for canards. wing. Negative tail stall is a stall of Negative tail stall is a stall of When negative tail stall occurs, the fin with a negative the tailplane when the the aeroplane will show an sideslip angle (nose pointing aerodynamic force is in upward uncontrollable pitch-up to the right of the relative direction. moment. airflow).

rotation will be normal using the normal rotation technique.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is correct.

A windmilling propeller causes The blade angle of a feathered The blade angle of a less drag than a feathered propeller is approximately 0 feathered propeller is propeller. degrees. approximately 180 degrees.

The blade angle of a feathered propeller is approximately 180 degrees. theoretical distance a propeller would advance in one revolution at zero blade angle of attack.

The blade angle of a feathered A windmilling propeller propeller is approximately 0 causes less drag than a degrees. feathered propeller. angle between the chordline of a blade element and the the distance a propeller propeller plane of rotation. advances with slippage.

1 does not change, 2 moves aft.

1 moves forward, 2 moves forward.

1 does not change, 2 does not change.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

sequence 2.

sequence 3.

sequence 4.

sequence 1.

sequence 3.

sequence 4.

sequence 1.

sequence 2.

sequence 4.

will turn with a larger turn radius.

will turn with a smaller turn radius.

will have a higher rate of turn.

a larger turn radius.

a smaller turn radius.

a higher rate of turn.

a larger turn radius.

a smaller turn radius.

a lower rate of turn.

the rate of turn of A is less than the turn radius of A is greater that of B. than that of B.

the lift coefficient of A is less than that of B.

the rate of turn of A is less than the load factor of A is greater that of B. than that of B.

the lift coefficient of A is less than that of B.

the rate of turn of A is less than the turn radius of A is greater that of B. than that of B.

the load factor of A is greater than that of B.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct. speed = VA, load factor = +1.

speed = 0, load factor = +1.

speed = VS, load factor = 0.

speed = VB, load factor = gust load factor. speed = VS, load factor = 0.

speed = 0, load factor = +1.

speed = VB, load factor = +1.

speed = VA, load factor = +1.

speed = 0, load factor = +1.

speed vector and normal axis. speed vector and longitudinal axis. In the SI system the unit of measurement for weight is the kilogram. The mass of a body can be determined by multiplying its weight by the acceleration due to gravity. The mass of a body can be determined by multiplying its weight by the acceleration due to gravity.

speed vector and the horizontal plane. longitudinal axis and the horizontal plane. The weight of an object is independent of the acceleration due to gravity. The weight of a body can be determined by dividing its mass by the acceleration due to gravity. The weight of a body can be determined by dividing its mass by the acceleration due to gravity.

lateral axis and the horizontal plane. speed vector and the horizontal plane. The mass of an object depends on the acceleration due to gravity. The weight of a body can be determined by dividing the acceleration due to gravity by its mass. The weight of a body can be determined by dividing the acceleration due to gravity by its mass.

Low-speed glide. parasite drag and pressure drag.

High-speed glide. Climb. induced drag and interference pressure drag, friction drag drag. and parasite drag. nose of the aeroplane does not nose of the aeroplane tends move. to yaw right.

right wing tends to go down.

figure 1.

figure 2.

figure 4.

figure 2.

figure 3.

figure 4.

figure 3.

figure 4.

figure 1.

diagram 3.

diagram 2.

diagram 1.

diagram 4.

diagram 1.

diagram 2.

diagram 2.

diagram 3.

diagram 4.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct. pitching. rolling.

I is correct, II is correct. yawing. pitching.

I is incorrect, II is incorrect. slipping. slipping.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct. aspect ratio multiplied by the taper ratio. root chord and tip chord.

I is incorrect, II is correct. wing span squared divided by wing area. mean geometric chord and wing span.

I is correct, II is incorrect. wing area divide by mean aerodynamic chord. wing span squared and wing area.

aft CG and idle thrust.

forward CG and take-off thrust. forward CG and idle thrust.

TAS at both altitudes is the same.

IAS is higher at the higher altitude .

TAS is lower at the higher altitude.

IAS is lower at the lower altitude. Decreasing sweepback increases stall speed. Decreasing forward sweep increases stall speed. Increasing forward sweep decreases stall speed.

IAS is higher at the lower altitude. Increasing wing anhedral decreases stall speed. Increasing wing anhedral decreases stall speed. Increasing wing anhedral decreases stall speed.

TAS is higher at the lower altitude. Decreasing wing anhedral decreases stall speed. Decreasing wing anhedral decreases stall speed. Decreasing wing anhedral decreases stall speed.

zero.

maximum.

nose down (negative).

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect. its manoeuvrability decreases also. its manoeuvrability increases also.

I is incorrect, II is correct. its tendency to tuck under decreases. its tendency to tuck under increases.

I is correct, II is correct. there is no effect on its stability. there is no effect on its stability.

Line 1.

Line 4.

Line 3.

Line 1.

Line 4.

Line 2.

Line 2.

Line 3. Line 4 shows an aeroplane Line 4 shows an aeroplane Line 3 shows an aeroplane with a greater static with reducing static longitudinal with increasing static longitudinal stability at low stability at very high angles of longitudinal stability at high angles of attack than that attack. angles of attack. shown in line 3. Line 4 shows an aeroplane Line 1 shows an aeroplane Line 3 shows an aeroplane with a greater static with increasing static with increasing static longitudinal stability at low longitudinal instability at very longitudinal stability at high angles of attack than that high angles of attack. angles of attack. shown in line 3. Line 4 shows an aeroplane Line 1 shows an aeroplane Line 4 shows an aeroplane with greater static with increasing static with reducing static longitudinal longitudinal stability at low longitudinally instability at very stability at very high angles of angles of attack than that in high angles of attack. attack. shown line 3. Line 1 shows an aeroplane with increasing static longitudinal instability at very high angles of attack. Line 4 shows an aeroplane with reducing static longitudinal stability at very high angles of attack. Line 3 shows an aeroplane with increasing static longitudinal stability at high angles of attack.

Line 4.

Point 2. larger for an aft CG position when compared to a forward position. larger for an aft CG position when compared to a forward position. larger for an aft CG position when compared to a forward position. flaps are retracted at constant IAS. flaps are retracted at constant IAS. flaps are retracted at constant IAS. increases static longitudinal stability. decreases static longitudinal stability. decreases static longitudinal stability. increasing the size of the vertical tail.

Part 1.

The whole curve.

the same for all CG positions.

the same at all speeds.

the same for all CG positions. larger at high IAS when compared to low IAS.

the same at all speeds.

the same at all speeds.

IAS increases. IAS decreases. IAS increases. decreases longitudinal manoeuvrability. increases longitudinal manoeuvrability. increases longitudinal manoeuvrability. reducing wing anhedral.

the CG moves aft. the CG moves forward. the CG moves aft. has no influence on static longitudinal stability. has no influence on longitudinal manoeuvrability. has no influence on static longitudinal stability. increasing wing sweepback.

increasing the size of the vertical tail. reducing the size of the vertical tail. reducing the size of the vertical tail. reducing the size of the vertical tail.

the use of a high, rather than low, wing mounting. the use of a low, rather than high, wing mounting. increasing wing anhedral. the use of a low, rather than high, wing mounting.

reducing wing anhedral. reducing wing sweepback. reducing wing sweepback. increasing wing anhedral.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

increase and the rate of descent will increase.

decrease and the rate of descent will decrease.

increase and the rate of descent will decrease.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

The CG position is further aft at line 4 when compared with line 1.

In its curved part line 2 illustrates a decreasing static longitudinal stability at high angles of attack.

I is correct, II is correct. Static longitudinal stability is greater at line 3 when compared with line 4 at low and moderate angles of attack. Static longitudinal stability is greater at line 3 when compared with line 4 at low and moderate angles of attack. . Static longitudinal stability is greater at line 3 when compared with line 4 at low and moderate angles of attack.

The CG position is further forward at line 1 when compared with line 4.

In its curved part at high angles of attack line 2 illustrates a decreasing static longitudinal stability.

The CG position is further aft at line 4 when compared with line 1.

The horizontal part of line 2 illustrates static longitudinal instability.

The CG position is further forward at line 1 when compared with line 4.

The load factor in turbulence cannot exceed the ultimate load factor. When encountering turbulence during flight, the speed should be adjusted to the design Above VB the aeroplane can speed for maximum gust never be overstressed by a intensity VB. gust.

In its curved part line 2 illustrates a decreasing static longitudinal stability at high angles of attack. The load factor in turbulence may fluctuate above and below 1, but will not become negative.

Static longitudinal stability is greater at line 3 compared with line 4 at low and moderate angles of attack.

In severe turbulence, speed should be reduced to approximately 1.2 VS.

In severe turbulence, speed should be reduced to approximately 1.2 VS.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, I is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, I is correct.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, I is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, I is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, I is correct.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, I is correct.

I is incorrect, II is incorrect. the effective angle of attack does not change. downwash does not change. downwash does not change. the induced angle of attack decreases. the effective angle of attack does not change. downwash does not change. downwash does not change.

I is correct, II is incorrect. induced drag increases. the induced angle of attack increases. induced drag increases. induced drag decreases. induced drag decreases. the induced angle of attack decreases. induced drag decreases.

I is correct, II is correct. the effective angle of attack decreases. the effective angle of attack decreases. the effective angle of attack decreases. the effective angle of attack increases. the effective angle of attack increases. the effective angle of attack increases. the effective angle of attack increases.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect. CD increases but CL decreases. drag increases but lift decreases.

CL decreases but CD remains unaffected. both CL and CD increase. lift decreases but drag remains unaffected. both lift and drag increase.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

knowledge check mark significance prov n code date 5/15/1994

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